JP5569425B2 - Air conditioner for vehicles - Google Patents

Description

  The present invention relates to a vehicle air-conditioning apparatus capable of adjusting the temperature of air blown into a passenger compartment independently on the left and right sides, and capable of preferentially air-conditioning a driver according to the occupant seated state. .

  In recent years, hybrid vehicles (HV) using a traveling engine and a traveling motor in combination have become widespread. This HV tends to reduce the engine load during heating as the efficiency of the engine increases. In other words, even in the winter, in order to improve fuel efficiency, it is required to reduce the engine load for heating and to reduce the amount of heating heat as much as possible.

  In recent years, a low heat source that makes it difficult to secure a heat source for heating has become a problem due to the high efficiency of the engine. Under such circumstances, conventionally, a vehicle air conditioner described in Patent Document 1 is known.

  In the device of Patent Document 1, when conditioned air is blown from a position determined by a constant cooling / heating capacity regardless of the passengers in the passenger compartment, the conditioned air is also blown to a position where no occupant exists, and there is a passenger. In view of the problem that it is difficult to quickly cool and heat the position to be detected, the seating state of the passenger is detected, the cooling and heating capacity is determined according to the seating signal, and the blowing state is controlled.

  For this reason, in the above-mentioned Patent Document 1, there is a seat detection unit that detects a seated state by detecting a narrow body motion associated with a passenger's heartbeat and breathing, and cooling and heating according to a signal from the seat detection unit It controls the ability and blowing state.

  Specifically, the presence detection means knows the presence or absence of a seat based on the occupant's heartbeat and fine body movement accompanying breathing. When seating is detected, the cooling / heating capacity is determined according to the number of seated persons, and air conditioning air is blown only to the position of the seated person to perform cooling / heating. When it is determined by the occupant determination that no occupant other than the driver is present (at the time of one seat), only the portion of the driver's seat is concentrated to air-condition.

  Conventionally, a vehicle air conditioner described in Patent Document 2 is known. In order to provide a vehicle air conditioner that can efficiently bring the driver's seat space close to the set temperature, the control means determines that the occupant is only the driver from the detection result of the seating detection means. If this is the case, the driver's seat space is operated in the driver's seat concentration mode that rapidly adjusts the temperature of the driver's seat space, and all of the air outlets that are opened outside the driver's seat space are closed by the air outlet switching means ( Air conditioning operation is performed. Thereby, in the apparatus of Patent Document 2, the conditioned air is intensively blown only to the driver's seat space, so that the driver's seat space can be brought close to the set temperature efficiently.

  Furthermore, conventionally, a vehicle air conditioner described in Patent Document 3 is known. In the device of Patent Document 3, when air conditioning is performed independently for two zones such as a driver seat and a passenger seat, the air blowing mode is changed from one mode to another in only one of the driver seat and the passenger seat. When the air resistance is changed by manually changing to the mode, the entire air resistance is changed, so that the problem is that the blown air volume on the other side is changed.

  For this reason, in the apparatus of Patent Document 3, in order to prevent the air volume for the other zone from changing when the blowing mode for one zone is switched, 2 is manually performed during execution of automatic control. When the blowing mode of only one of the zones is changed, the other blowing mode is not changed, and the blowing air volume blown toward the other zone is not changed by changing the one blowing mode. An air volume correction arithmetic circuit for correcting the driving of the fan motor based on the ventilation resistance is provided.

Japanese Patent No. 2960243 JP 2008-296717 A Japanese Patent No. 3573682

  According to the techniques of Patent Document 1 and Patent Document 2, one-seat centralized air conditioning can be performed. Power saving can be realized by this one-seat centralized air conditioning. The problem with this known single-seat centralized air conditioning requires a mechanism that completely shuts off the outlets on the passenger and rear seats and concentrates them only on the driver's seat, resulting in increased structural complexity and extra parts costs It is necessary. This causes a problem that the air conditioning unit becomes expensive.

  Next, Patent Document 3 discloses that when the blow mode of only one of the vehicle interior zones is changed manually, the drive of the fan is corrected and controlled so that the air flow of the other vehicle interior zone does not change. This is to correct the sense of incongruity caused by. In the air conditioning control of Patent Document 2, there is no function of changing the amount of heat of the air conditioning air between the driver seat side and the passenger seat side.

  The present invention has been made paying attention to such problems existing in the prior art, and its purpose is to completely shut off (close) the blow-off portions on the passenger seat side and the rear seat side. Accordingly, there is provided a vehicle air conditioner capable of reducing the amount of heating heat of the entire vehicle air conditioner and realizing an improvement in the fuel consumption of the vehicle even without a mechanism for centrally heating only.

  Descriptions of patent documents listed as prior art can be introduced or incorporated by reference as explanations of technical elements described in this specification.

In order to achieve the above object, the present invention employs the following technical means. That is, in the first aspect of the present invention, air introduced from the inside air or outside air is converted into conditioned air by the internal heating heat exchanger (42) and blown out from the air outlet into the passenger compartment where the vehicle occupant is seated. comprising an air conditioning unit (1), air temperature control mechanism in the passenger compartment of the driver's seat (15) and the air temperature adjusting mechanism (16) the air conditioning unit (1) of the passenger seat side air conditioning system provided independently in Because
Driver seat presence determination means (S32, S42) for determining presence / absence of a driver's seat and determining that an occupant is present only in the driver's seat, and whether the air conditioning state on the driver's seat side is heating operation The heating operation determination means (S33, S44) and the driver seat presence determination means (S32, S42) determine that the passenger is present only in the driver seat, and the heating operation determination means (S33, S44). ) Controls the blowout temperature adjustment mechanism (15, 16), and controls the blower temperature on the passenger seat side to be lower than the blowout temperature on the driver seat side, giving priority to the driver's seat. control means (10) and Bei give a to perform heating,
Furthermore, a seat air conditioning unit (100) is gill Bei for heating the sheet on the passenger seat side, the control means (10), outlet to below the outlet temperature of the driver seat side air temperature of the passenger's side A means for setting the heating target value on the passenger seat side and the heating target value on the driver seat side for controlling the temperature adjustment mechanism (15, 16), and when the seat air conditioning means (100) is operating, the seat air conditioning means Compared to when (100) is not operating, the heating target value on the passenger seat side is lowered to the cold temperature side by a predetermined amount .

  According to this invention, the driver's seat presence determination means (S32, S42) determines that the passenger is present only in the driver's seat, and the heating operation determination means (S33, S44) determines that the operation is heating. Since the blowout temperature adjustment mechanism (15, 16) is controlled so that the blowout temperature on the passenger seat side is lower than the blowout temperature on the driver seat side, the blowout section on the passenger seat side or on the rear seat side Even if there is no mechanism that completely shuts down and concentrates only on the driver's seat, if it is determined that only the driver is present in the driver's seat in winter, the rest of the driver's seat is for the driver The blowout temperature adjustment mechanism (15, 16) can be controlled so that the heat dissipation amount is smaller than the heat dissipation amount of the vehicle air conditioner used for the vehicle, and the entire vehicle is heated while preferentially heating the driver. The amount of heat can be reduced and the fuel efficiency of the vehicle can be improved.

  In the second aspect of the present invention, the blowout temperature adjustment mechanism (15, 16) further includes a mechanism for controlling the airflow that passes through the heating heat exchanger (42) and the airflow that does not pass through the hot air blowout temperature adjustment door. Thus, the hot air blowing temperature adjusting door is characterized by comprising a driver's seat side hot air blowing temperature adjusting door (15) and a passenger seat side hot air blowing temperature adjusting door (16).

  According to the present invention, the blowing temperature adjusting mechanism (15, 16) includes a mechanism for controlling the air volume passing through the heating heat exchanger (42) and the air volume not passing through the hot air blowing temperature adjusting door. The temperature adjustment door is composed of a driver's seat side hot air blowout temperature adjustment door (15) and a passenger's seat side hot air blowout temperature adjustment door (16). When it is determined that only the driver is present in the driver's seat in winter by individually controlling the seat side hot air blowing temperature adjustment door (16), The amount of heat released can be smaller than that of the vehicle air conditioner used for the vehicle, and there is no mechanism for completely shutting off the passenger seat side and the rear seat side other than the driver seat side. However, the heating energy of the entire vehicle is reduced and the fuel efficiency of the vehicle is improved. It is to it can be.

  In the invention according to claim 3, the air conditioning unit (1) further comprises an inside / outside air two-layer unit, and the conditioned air blown from the air conditioning unit (1) when the outside air is introduced into the air conditioning unit (1). When the inside air is introduced into the air conditioning unit, the area where the conditioned air is blown from the air conditioning unit (1) is the area where the passenger's feet are located. It is characterized by only the lower layer.

  According to this invention, the driver's seat presence determination means (S32, S42) determines that the passenger is present only in the driver's seat, and the heating operation determination means (S33, S44) determines that the operation is heating. A system that controls the blowing temperature adjusting mechanism (15, 16) to control the blowing temperature adjusting mechanism (15, 16) so that the blowing temperature on the passenger seat side is lower than the blowing temperature on the driver seat side. However, in the air-conditioning unit (1), since the blowout of the lower layer toward the foot is the inside air circulation, the heating heat amount of the entire vehicle is further reduced with respect to the introduction of all outside air as in the conventional case, and the fuel efficiency of the vehicle is improved. I can do it.

  In the invention according to claim 4, the air conditioning unit (1) further blows conditioned air in the direction of the face of the passenger seat occupant that forms the air outlet, on the passenger side face air outlet (31a, 31b) or the window in the passenger compartment. An outlet opening / closing mechanism (24, 34, 35) capable of opening and closing the defroster outlet (20a, 20b) for blowing the conditioned air, and window fogging calculation means (S45) for calculating the window fogging state of the vehicle; When the heating operation determination means (S44) determines that the heating operation is performed, the blowout temperature adjustment mechanism (15, 16) is controlled so that the blowout temperature on the passenger seat side is lower than the blowout temperature on the driver seat side. However, if there is no predetermined window fogging in the window fogging state calculated by the window fogging calculating means (S45), the passenger side face outlet (31a, 31b) or the defroster outlet (outlet (20a, 20b)) Both (Or any one of them) is adjusted in the closing direction using the air outlet opening / closing mechanism (24, 34, 35), the amount of heating heat used in the upper layer is minimized, and the lower layer is circulated into the inside air and sucked in. By blowing out the air as it is, the temperature adjustment mechanism is adjusted so as not to use, for example, the amount of heating heat on the passenger seat side at all, thereby further reducing the amount of heating heat of the entire vehicle, thereby realizing an improvement in fuel consumption of the vehicle.

According to the present invention, when the heating operation determining means (S44) determines that the heating operation is performed, the blowing temperature adjusting mechanism (15, 16) is controlled so that the blowing temperature on the passenger seat side is higher than the blowing temperature on the driver seat side. Control is made to be low, and the driver's seat side face outlets (31a, 31b) or the defroster outlets (20a, 20b) are opened and closed according to the cloudy state of the window while driving in the driver seat priority mode. Since adjustment is performed by the air outlet opening / closing mechanism (24, 34, 35), the amount of heating heat of the entire vehicle can be reduced and the fuel efficiency of the vehicle can be improved while more reliably avoiding window fogging.

  In the invention according to claim 5, the air conditioning unit (1) is further seated on the driver's seat side and the foot outlets (23a, 23b, 33a, 33b) for blowing the conditioned air to the feet of the passengers in the passenger compartment. A knee outlet (27) for blowing air-conditioned air to the driver's knee is provided, and it is determined that an occupant is present only in the driver's seat, and the heating operation determination means (S33, S44) performs heating operation. During the determination, the blowout temperature adjustment mechanism (15, 16) is controlled to control the blowout temperature on the passenger seat side to be lower than the blowout temperature on the driver's seat side, and at the knee of the driver It is characterized by blowing conditioned air from the direct air outlet (27).

  According to the present invention, when the heating operation is performed in the driver's seat priority mode, the air conditioning on the passenger seat side is not prioritized, so the cold cold air from the passenger seat side flows to the driver seat side, Since the knee blow outlet (27) for blowing air-conditioned air is provided at the knee, discomfort in the knee due to cold air can be reduced.

In the invention described in claim 6 , the heating heat exchanger (42) includes a driver-seat-side heating heat exchanger (42a) and a passenger-seat-side heating heat exchanger that are independent on the driver's seat side and the passenger seat side, respectively. (42b), comprising hot water flow rate control means (45a, 45b) for controlling the flow rate of the hot water passing through the driver side heating heat exchanger (42a) and the passenger side heating heat exchanger (42b) When it is determined that the occupant is present only in the seat and the heating operation determination means (S33, S44) determines that the heating operation is performed, the blowing temperature on the passenger seat side is set higher than the blowing temperature on the driver seat side. It is characterized by controlling the hot water flow rate control means (45a, 45b) constituting the blowing temperature adjusting mechanism so as to be lowered.

  According to this invention, only the driver is present in the driver's seat by controlling the flow rate of warm water passing through the driver's seat side heating heat exchanger (42a) and the passenger seat side heating heat exchanger (42b). If it is determined that the vehicle is in the area other than the driver's seat, the amount of heat released from the air conditioner for the vehicle used for the driver can be reduced, thereby reducing the amount of heating heat for the entire vehicle. It is possible to improve the fuel consumption of the vehicle.

In the invention according to claim 7 , the air conditioning unit (1) includes a foot outlet (23 a, 23 b, 33 a, 33 b) that blows air-conditioned air to the feet of the passenger in the passenger compartment as an outlet and the face of the passenger in the passenger compartment Are provided with face outlets (21a, 21b, 31a, 31b) for blowing out the conditioned air, and the heating operation determining means (S33, S44) determines that the heating operation is performed. The foot outlets (23a, 23b, 33a, 33b) in a mode in which conditioned air is blown out, and in a mode in which conditioned air is blown out from both the foot outlet (23a, 23b, 33a, 33b) and the face outlet (21a, 21b, 31a, 31b). It is characterized by being in any one of the cases.

  According to this invention, the heating operation determining means (S33, S44) determines that the heating operation is in the mode in which the conditioned air is blown from the foot outlets (23a, 23b, 33a, 33b), and Since it is one of the cases where the conditioned air is blown from both the foot outlet (23a, 23b, 33a, 33b) and the face outlet (21a, 21b, 31a, 31b), the heating operation Can be accurately determined.

The invention according to claim 8 further includes means (72) for detecting the outside air temperature outside the vehicle, and the passenger side temperature adjusting mechanism is configured so that the blowing temperature on the passenger side increases as the outside air temperature decreases. The control means (10) controls (16).

  According to the present invention, the passenger seat side temperature adjustment mechanism (16) is controlled by the control means (10) so that the blowout temperature on the passenger seat side becomes higher as the outside air temperature becomes lower. It is possible to prevent the driver in the driver's seat from feeling cold due to the sneak current from the passenger seat.

In the invention according to claim 9 , the control means (10) has target blowing temperature calculating means (S3) for calculating the target blowing temperature based on at least the set temperature set by the passenger, and the calculated target blowing temperature. The blower temperature adjustment mechanism (15, 16) is controlled based on the driver's seat, and the driver seat presence determination means (S32, S42) determines that the passenger is present only in the driver's seat and the heating operation determination means When (S33, S44) is determined to be the heating operation, the air temperature adjustment mechanism is configured such that the difference between the air temperature at the passenger seat side and the air temperature at the driver seat increases as the target air temperature decreases. (15, 16) is controlled.

  According to this invention, the driver's seat presence determination means (S32, S42) determines that the passenger is present only in the driver's seat, and the heating operation determination means (S33, S44) determines that the operation is heating. Since the air temperature control mechanism (15, 16) is controlled so that the difference between the air temperature at the passenger side and the air temperature at the driver's seat increases as the target air temperature decreases, the heating load When the vehicle is high, the entire passenger compartment is heated to prevent the driver from feeling cold, and the amount of heating heat supplied to the passenger seat can be reduced as much as possible. Improved fuel economy can be realized.

In the invention according to claim 10 , according to the vehicle speed of the vehicle or the amount of solar radiation into the passenger compartment, the higher the vehicle speed, the higher the blowing temperature on the passenger seat side, or the greater the amount of solar radiation, It is characterized by comprising correction means (101) for correcting the blowout temperature to be low.

  According to the present invention, the correction is made so that the blowing temperature on the passenger seat side increases as the vehicle speed increases, or the blowing temperature on the passenger seat side decreases as the amount of solar radiation increases. Even if the radiant cooling from the front window increases, it can be corrected to control the blowout temperature on the passenger's side to be higher, or the passenger's side can be increased as the amount of solar radiation increases and the passenger compartment temperature increases. Because the temperature of the air is controlled to be low, it is possible to make corrections that reduce the supply of heating heat to the passenger seat without causing discomfort to the driver, and further reduce the heating heat of the entire vehicle. Can improve fuel efficiency.

In the invention according to claim 11 , the blowout temperature adjustment mechanism (16) on the passenger seat side adjusts the blowout temperature adjustment mechanism (16 U) on the passenger seat upper side and adjusts the blowout temperature on the passenger seat side below the passenger seat side. And a blower temperature adjustment mechanism (16D) below the passenger seat for adjusting the blowout temperature on the passenger side, and the control means (10) controls the blowout temperature on the passenger seat side to be lower than the blowout temperature on the driver seat side. Sometimes, the blower temperature adjustment mechanism (16D) below the passenger seat is set to the cooler side than the blower temperature adjustment mechanism (16U) above the passenger seat, and the blowout temperature below the passenger seat is set to the driver side. It is characterized in that the driver seat priority heating is performed at a temperature lower than the blowing temperature.

  According to the present invention, when a so-called left and right and up / down independent blowing temperature adjustment mechanism is used to control the blowing temperature on the passenger seat side to be lower than the blowing temperature on the driver seat side, the blowing on the passenger seat lower side is controlled. The temperature adjustment mechanism (16D) is set to the cooler side than the blowing temperature adjustment mechanism (16U) on the upper side of the passenger seat, and the blowing temperature on the lower side of the passenger seat is set lower than the blowing temperature on the driver seat side. Since the seat priority heating is performed, it is possible to prevent the thermal comfort on the driver's seat side from deteriorating due to the temperature drop on the passenger seat upper side, the flow of wind, and heat conduction.

In the invention according to claim 12 , when the control means (10) controls the outlet temperature on the passenger seat side to be lower than the outlet temperature on the driver seat side, the face outlet (31a, 31b) is closed.

  According to the present invention, since the face air outlets (31a, 31b) on the upper side of the passenger seat are closed, it is possible to prevent the wind flowing in the passenger seat from flowing into the driver seat and deteriorating the warmth of the driver seat.

In the invention according to claim 13 , when the window fogging calculation means (S245) determines that there is a risk of window fogging, the control means (10) is configured to allow the passenger side face outlet (31a, 31b), or When the defroster air outlet (20a, 20b) is opened by the air outlet opening / closing mechanism (24, 34, 35) and the driver's seat priority heating is not performed, the window fogging calculation means (S245) has no risk of window fogging. When the determination is made, the control means (10) closes the passenger-side face air outlet (31a, 31b) or the defroster air outlet (20a, 20b) with the air outlet opening / closing mechanism (24, 34, 35) and operates. It features seat priority heating.

  According to the present invention, when there is a risk of window fogging, the passenger side face air outlets (31a, 31b) or the defroster air outlets (20a, 20b) are opened to perform normal control. And the deterioration of the warmth of the occupant at this time can be prevented.

  In addition, the code | symbol in parentheses described in a claim and each said means is an example which shows the correspondence with the specific means as described in embodiment mentioned later easily, and limits the content of invention is not.

It is a mimetic diagram showing the whole auto air-conditioner system composition in a 1st embodiment of the present invention. It is a front view of the instrument panel in the said embodiment. It is a whole control flowchart of air-conditioner ECU in the above-mentioned embodiment. It is the flowchart which showed an example of the normal control program of air-conditioner ECU in the said embodiment. In the said embodiment, it is a map used for 1 seat priority mode control of FIG. It is a graph which shows the result of the warmth test in the said embodiment. It is a graph which compares and shows the energy ratio of the said embodiment and a conventional apparatus. It is a schematic block diagram of the air-conditioning unit which consists of an inside / outside air two-layer unit in 2nd Embodiment of this invention. It is explanatory drawing explaining the flow of the conditioned air in the vehicle which employ | adopted the air-conditioning unit which consists of an inside-and-outside air 2 layer unit in the said 2nd Embodiment. It is a schematic block diagram which shows the example of attachment of the humidity detection sensor of the front window part in the vehicle interior in 3rd Embodiment of this invention. It is a schematic diagram which shows the whole structure of the auto air conditioner system in the said 3rd Embodiment. It is an overall control flowchart of the air conditioner ECU of the third embodiment. It is a schematic block diagram which shows the structure of the air conditioning unit of the heat exchanger part for heating in 4th Embodiment of this invention. It is a map used for 1 seat priority mode control in 5th Embodiment of this invention. It is a map used for 1 seat priority mode control in 6th Embodiment of this invention. It is a map used for 1 seat priority mode control in 7th Embodiment of this invention. It is a map used for 1 seat priority mode control in 8th Embodiment of this invention. In the eighth embodiment, the correction map is used together with the map of FIG. 17 to obtain a vehicle speed correction value. In the said 8th Embodiment, it is a correction map used for the solar radiation amount correction value used with the map of FIG. It is a schematic diagram which shows typically the air conditioning unit used for 9th Embodiment of this invention. It is an overall control flowchart of the air conditioner ECU of the ninth embodiment. It is explanatory drawing explaining the operating state of the left-right upper / lower vertical independent temperature control means in the control in 1 seat priority mode in the said 9th Embodiment. It is a map used for 1 seat priority mode control in other embodiments. It is a whole control flowchart of air-conditioner ECU in other embodiments. Differences in operation of the blowout temperature adjustment mechanism between the driver seat side and the passenger seat side in the control mode in the other embodiments, the conventional general control mode, and the control mode in the first embodiment and the like will be described. It is explanatory drawing for. In other embodiment, it is a map used for control of the blower outlet temperature applied to the air conditioner equipped with the opening-and-closing mechanism which shuts and opens the blower wind of the blower outlet for driver's seat side knees. In other embodiment, it is a map used for switching control to the eco mode of the blower outlet temperature controlled based on the target blower temperature by the side of a driver's seat.

  A plurality of modes for carrying out the present invention will be described below with reference to the drawings. In each embodiment, parts corresponding to the matters described in the preceding embodiment may be denoted by the same reference numerals, and redundant description may be omitted. When only a part of the configuration is described in each mode, the other modes described above can be applied to the other parts of the configuration.

  Not only combinations of parts that clearly show that combinations are possible in each embodiment, but also combinations of the embodiments even if they are not specified, unless there is a particular problem with the combination. It is also possible.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. FIG. 1 is a schematic diagram showing the overall configuration of an automatic air conditioner system according to an embodiment of the present invention. FIG. 2 is a front view of the instrument panel.

  The vehicle air conditioner of the present embodiment, a so-called car air conditioner, is a vehicle such as an automobile equipped with a water-cooled engine for traveling. ) Is an automatic air conditioner system configured to be controlled by 10.

  The air conditioning unit 1 controls the temperature of the air conditioning space on the driver seat side (including the rear seat behind the driver seat) and the air conditioning space on the passenger seat side (including the rear seat behind the passenger seat) independently of each other. It is an air conditioning unit that can be performed. The air conditioning unit 1 includes an air conditioning duct (ventilation path) 2 disposed in front of the vehicle interior of the vehicle.

  On the upstream side of the air conditioning duct 2, an inside / outside air switching door (suction unit) 3 and a blower (blower unit) 4 are provided, and a blower unit as an inside / outside air blowing unit is provided. The inside / outside air switching door 3 serves as a suction port switching means and is driven by an actuator such as a servo motor 5 to open the opening (so-called suction mode) between the inside air suction port (suction unit) 6 and the outside air suction port (suction unit) 7. change.

  Although not specifically shown, the air conditioning unit 1 is of a type called a complete center placement, and is mounted at the center position in the vehicle left-right direction in the lower part of the instrument panel in the front of the vehicle interior. Further, the blower unit is disposed on the front side of the vehicle with respect to the main body of an air conditioning unit that houses a heat exchanger and the like to be described later. And the inside air inlet 6 of the blower unit is opened downward on the driver's seat side, and the passenger compartment air is sucked from the driver's seat side.

  The blower 4 is a centrifugal blower that is rotationally driven by a blower motor 9 controlled by a blower drive circuit 8 to generate an air flow toward the vehicle interior in the air conditioning duct 2. In addition, the blower 4 changes the blowout air speed or the blowout air speed blown out from the respective air outlets on the driver's seat side and the passenger seat side, which will be described later, toward the driver's seat side and the passenger seat side air conditioning space in the passenger compartment. The blowing air volume varying means or the blowing air speed varying means is configured.

A cooling heat exchanger (also referred to as an evaporator or a cooling evaporator) 41 is provided at the center of the air conditioning duct 2 as a cooling means for cooling the air passing through the air conditioning duct 2.
Further, on the air downstream side of the cooling heat exchanger 41, as a heating means for heating the air passing through the first and second air passages 11 and 12 by exchanging heat with engine cooling water (hot water). The heating heat exchanger (also referred to as a heater core) 42 is provided.

  The first and second air passages 11 and 12 are partitioned by a partition plate 14. For example, in a vehicle air conditioner used in a vehicle that travels using electric power, the cooling heat exchanger 41 and the heating heat exchanger 42 may be changed to Peltier elements.

  On the air upstream side of the heat exchanger for heating 42, the temperature adjustment of the driver's seat side air-conditioning space and the passenger's seat side air-conditioning space in the passenger compartment is adjusted independently of the driver's seat side and the passenger's seat side blowing temperature. Doors 15 and 16 are provided. In the first embodiment, the driver's seat side and passenger's seat side blowing temperature adjustment doors 15 and 16 constitute a blowing temperature adjustment mechanism.

  The driver side and passenger side blowout temperature adjustment doors 15 and 16 are driven by actuators such as servo motors 17 and 18, and drive in the passenger compartment from the respective outlets on the driver side and passenger side, which will be described later. A driver's seat side and passenger's seat side blowing temperature adjustment mechanism is configured to change the blowing temperature of the conditioned air blown toward the seat side and passenger seat side air conditioning spaces.

  Here, the heat exchanger 41 for cooling according to the present embodiment constitutes one component of the refrigeration cycle. Although not shown, the refrigeration cycle is driven by a belt on the output shaft of a vehicle running engine mounted in the engine room of the vehicle and compresses and discharges the refrigerant (refrigerant compressor), and is discharged from the compressor. A condenser for condensing and liquefying the refrigerant (refrigerant condenser), a receiver (liquid receiver) for separating the liquid refrigerant flowing from the condenser into a gas-liquid separator, an expansion valve for adiabatically expanding the liquid refrigerant flowing from the receiver, The cooling heat exchanger (refrigerant evaporator) 41 is configured to evaporate and evaporate the gas-liquid two-phase refrigerant flowing in from the expansion valve.

  Among these, the compressor has a compression capacity varied by a control current output from the air conditioner ECU 10 constituting the control means. In other words, in the present embodiment, the output is made according to the comparison result between the after-cooling heat exchanger temperature (Te) detected by the after-cooling heat exchanger temperature sensor 74 and the target after-heat exchanger temperature (TEO). A variable displacement compressor having an electromagnetic variable displacement control valve that performs variable displacement control based on the control signal is used.

  As shown in FIG. 1, on the air downstream side of the first air passage 11, as shown in FIG. 1, the defroster outlet 20, the driver side face outlets 21 a and 21 b, the driver side foot outlet 23 a, and the driver side rear seat foot The blower outlet 23b is connected via each blower duct.

  Further, on the air downstream side of the second air passage 12, as shown in FIG. 1, there are passenger-side face outlets 31a, 31b, a passenger-side foot outlet 33a, and a passenger-side rear seat foot outlet 33b. Communicating through each blowing duct portion. The defroster outlet 20 may be divided into a driver seat side defroster outlet 20a and a passenger seat side defroster outlet 20b.

  Further, on the driver's seat side, a driver's seat side knee outlet 27 is provided that blows air-conditioned air similar to the driver's seat side foot outlet 23a toward the driver's knee. FIG. 1 schematically shows the layout between these air outlets. Note that the driver's seat side knee outlet 27 is provided to prevent discomfort due to cold air coming from a place other than the driver's seat.

  The defroster outlet 20 constitutes an outlet for blowing conditioned air (mainly hot air) to the vehicle front window glass. The driver's seat and passenger's side face outlets 21a, 21b, 31a, 31b constitute outlets for blowing out conditioned air (mainly cold air) to the head and chest of the driver and passenger. The driver's seat side and passenger's seat side foot outlets 23a and 33a constitute an outlet for blowing conditioned air (mainly hot air) to the feet of the driver and passenger seat passengers.

  In the normal vehicle air conditioner, in the first and second air passages 11 and 12 in FIG. 1, the blowing modes for the driver seat side and the passenger seat side in the passenger compartment are set independently of each other. As the driver-side and passenger-side outlet switching doors, door mechanisms such as a driver-side and passenger-side defroster door, a driver-side and passenger-side face door, and a driver-side and passenger-side foot door are provided. However, not all are provided in the first embodiment.

  Normally, these driver-side and passenger-side outlet switching doors are driven by actuators such as servo motors and function as mode-switching doors for switching between the driver-side and passenger-side outlet modes. As the air outlet mode on the passenger side, there are a face mode, a bi-level (B / L) mode, a foot mode, a foot / defroster mode, a defroster mode, and the like. In the first embodiment, these doors are All are omitted (obsolete). And the cost is reduced accordingly. Therefore, the conditioned air is blown out from all the outlets 20, 21a, 21b, 27, 23a, 23b, 33a, 33b according to the ratio of the ventilation resistance.

  A seat air conditioner 100 warms the seats of the driver seat and the passenger seat with a PCT heater.

  When the ignition switch for starting and stopping the engine is turned on, the air conditioner ECU 10 is supplied with DC power from a battery (not shown) that is an in-vehicle power source mounted on the vehicle, and starts arithmetic processing and control processing. It is configured.

  As shown in FIGS. 1 and 2, the air conditioner ECU 10 is configured such that each switch signal is input from various operation switches on the air conditioner operation panel 51 that are integrally installed on the instrument panel. .

  As shown in FIG. 2, the air conditioner operation panel 51 includes a liquid crystal display (liquid crystal display device) 52, an inside / outside air changeover switch 53, a front defroster switch 54, a rear defroster (defogger) switch 55, a dual switch 56, and a blower air volume changeover switch. 58, an air conditioner switch 59, an auto switch 60, an off switch 61, a driver seat side, passenger seat side temperature setting devices 62 and 63, a fuel efficiency improvement switch 64, a one seat priority switch 65, and the like. Reference numeral 57 denotes an operation switch of the seat air conditioner, which is configured so that the driver's seat and the passenger seat can be operated individually.

  The liquid crystal display 52 is provided with a set temperature display unit for visually displaying set temperatures of the driver seat side and passenger side air conditioning spaces, an air volume display unit for visually displaying the blower air volume, and the like. The liquid crystal display 52 may be provided with an outside air temperature display unit, a suction mode display unit, a time display unit, and the like. Various operation switches on the air conditioner operation panel 51 may be provided as touch switches in the liquid crystal display 52.

  Among the above switches, the front defroster switch 54 corresponds to an air conditioning switch that commands whether or not to increase the anti-fogging ability of the front window glass, and requests to set (fix) the blowing mode to the defroster mode. Defroster mode request means. The dual switch 56 is a left / right independent control command means for commanding left / right independent temperature control in which the temperature adjustment in the driver's seat side air-conditioning space and the passenger seat side air-conditioning space are adjusted independently of each other.

  The air conditioner switch 59 is an air conditioning operation switch that commands the operation or stop of the compressor of the refrigeration cycle. In general, the air conditioner switch 59 is provided in order to improve fuel efficiency by deactivating the compressor and reducing the rotational load of the engine.

  The driver seat side and passenger seat side temperature setting devices 62 and 63 are for setting the respective temperatures in the driver seat side air conditioned space and the passenger seat side air conditioned space to desired set temperatures (Tset). The seat side temperature setting means includes up switches 62a and 63a and down switches 62b and 63b.

  The fuel efficiency improvement switch 64 is an economy switch that commands whether or not to perform economical air-conditioning control in consideration of low fuel consumption and power saving by reducing the operating rate of the compressor in the refrigeration cycle. The 1-seat priority switch 65 is a 1-seat priority mode control requesting means for notifying the air conditioner ECU 10 that only the driver is in the passenger compartment according to the manual operation of the passenger.

  1 includes functions such as a CPU (central processing unit) that performs arithmetic processing and control processing, memories such as ROM and RAM, and an I / O port (input / output circuit). A well-known microcomputer is provided. The sensor signals from various sensors are A / D converted by an I / O port or an A / D conversion circuit, and then input to a microcomputer.

  That is, the air conditioner ECU 10 includes an internal air temperature sensor 71 as an internal air temperature detecting means for detecting the internal air temperature Tr, an external air temperature sensor 72 as an external air temperature detecting means for detecting an outside temperature (external air temperature) of the vehicle interior, and a solar radiation detection means. The solar radiation sensor 73 is connected.

  Further, a post-cooling heat exchanger temperature sensor 74 serving as a post-cooling heat exchanger temperature detecting means for detecting an air temperature immediately after passing through the cooling heat exchanger 41 (cooling heat exchanger post-temperature Te), a vehicle The cooling water temperature sensor 75 as a heating temperature detecting means for detecting the engine cooling water temperature (Tw) of the vehicle and setting it as the heating temperature of the blown air, the humidity detecting sensor 76 as the humidity detecting means for detecting the relative humidity in the vehicle interior, and each seat A seating sensor 77 is connected as seating detection means for detecting the presence or absence of the passenger.

  Among these, for the inside air temperature sensor 71, the outside air temperature sensor 72, the after-cooling heat exchanger temperature sensor 74, and the cooling water temperature sensor 75, for example, temperature sensitive elements such as a thermistor are used. Further, the solar radiation sensor 73 has a driver seat side solar radiation intensity detecting means for detecting the solar radiation amount (solar radiation intensity) irradiated in the driver seat side air conditioned space, and the solar radiation amount (solar radiation intensity) irradiated in the passenger seat side air conditioned space. For example, a photodiode is used.

  Next, a control method by the air conditioner ECU 10 will be described. FIG. 3 is an overall control flowchart of the air conditioner ECU 10 of the first embodiment. When the control starts in step S31, it is determined whether or not the one-seat priority switch 65 in FIG. When the one-seat priority switch 65 is not turned on, normal control (control d) described later is executed. If the one-seat priority switch 65 is ON, it is determined in step S33 (control b) whether the heating condition mode is established.

  Here, the determination of whether or not the heating condition mode is established is, firstly, that the outside air temperature is equal to or lower than a predetermined temperature (for example, 20 ° C. or lower), and secondly, the target blowing temperature TAO is equal to or higher than a predetermined value. It is determined that the heating condition mode is satisfied when at least two conditions are all cleared (for example, 25 ° C. or higher).

  In the case where the blowing mode is a structure that can be set at least by the driver alone, the third condition is that the blowing mode before the one-seat priority switch 65 is turned on is the foot mode or the bi-level mode. Although the condition mode may be an established condition, in the first embodiment, since the doors of all the outlets are omitted, the heating condition mode is established under the above two conditions.

  When it is determined in step S33 in FIG. 3 that the heating condition mode is not established, normal control (control d) described later is executed in step S34. On the other hand, when it is determined that the heating condition mode is established, the process proceeds to step S35 (control c), and the right and left independent blowing temperature adjusting doors 15 and 16 in FIG. The relationship between Td and the passenger side blowing temperature Tp is modified from the normal control described later so that the blowing temperature Td on the driver seat side is equal to or higher than the blowing temperature Tp on the passenger seat side (Td ≧ Tp). 1 seat priority mode control is executed.

  At this time, the driver side adjusts the temperature adjustment door 15 so that the target blowing temperature TAO calculated by a sensor or the like inside or outside the vehicle interior is obtained. On the other hand, the passenger seat side controls the temperature adjustment door 16 so that air does not pass through the heating heat exchanger 42, and controls the blowing temperature on the passenger seat side according to the air conditioning load. For example, as shown in FIG. 5, when the outside air temperature is −5 ° C., the driver's seat outlet temperature is about 50 ° C. based on the target outlet temperature TAO, and the passenger side outlet temperature is about 25 ° C. Next, the blowout temperature adjustment doors 15 and 16 in FIG. 1 are controlled.

  When the outside air temperature is high, it is difficult for the driver to be influenced by the cool air on the passenger seat side, so the temperature adjustment door 16 on the passenger seat side is shifted to the cool side to blow out a lower temperature. Conversely, when the outside air temperature is low, it becomes easier for the driver to be influenced by the cool air on the passenger seat side, so the temperature on the passenger seat side is brought close to the blowing temperature of the driver. This control will be described in detail later.

  Next, the normal control (control d) of FIG. 3 will be described based on FIG. FIG. 4 is a flowchart showing an example of a normal control program of the air conditioner ECU 10. First, when the ignition switch is turned on and DC power is supplied to the air conditioner ECU 10, execution of a control program (routine in FIG. 4) stored in advance in the memory is started.

(Step S1)
First, the stored contents of the data processing memory built in the microcomputer inside the air conditioner ECU 10 are initialized.

(Step S2)
Next, various data are read into the data processing memory. That is, switch signals from various operation switches on the air conditioner operation panel 51 of FIGS. 1 and 2 and sensor signals from various sensors are input. In particular, the inside air temperature Tr detected by the inside air temperature sensor 71, the outside air temperature Tam detected by the outside air temperature sensor 72, the solar radiation amount Ts detected by the solar radiation sensor 73, and the cooling heat exchanger detected by the sensor 74 after the cooling heat exchanger. The rear temperature Te and the coolant temperature Tw detected by the coolant temperature sensor 75 are input.

(Step S3)
Next, by substituting the above input data into the stored calculation formula, the target blowing temperature DrTAO on the driver's seat side and the target blowing temperature PaTAO on the passenger seat side are calculated, and the driver seat side and the passenger seat side are calculated. A target cooling post-heat exchanger temperature TEO is calculated from the target blowing temperatures DrTAO, PaTAO and the outside air temperature Tam.

  In addition, TAO, such as target blowing temperature PaTAO, is computed based on the following Numerical formula 1 previously memorize | stored in ROM so that it may be known.

(Formula 1) TAO = Kset × Tset−KR × Tr−KAM × Tam−KS × Ts + C
Tset is the set temperature set by the temperature setting lever of each seat, Tr is the inside air temperature detected by the inside air temperature sensor 71, Tam is the outside air temperature detected by the outside air temperature sensor 72, and Ts is solar radiation. The amount of solar radiation detected by the sensor 73. Kset, KR, KAM, and KS are gains, and C is a correction constant.

(Step S4)
Next, the blower air volume, that is, the blower control voltage VA to be applied to the blower motor 9 is calculated based on the target blowing temperatures DrTAO and PaTAO on the driver seat side and the passenger seat side obtained in step S3. The blower control voltage VA is obtained based on predetermined characteristic patterns for blower control voltages VA (Dr) and VA (Pa) respectively adapted to the target blowing temperatures DrTAO and PaTAO on the driver's seat side and the passenger seat side. The blower control voltages VA (Dr) and VA (Pa) are averaged.

(Step S5)
Next, the driver side and passenger side target blowing temperatures DrTAO and PaTAO obtained in step S3 and the above input data are substituted into the arithmetic expression stored in the memory, and the driver side blowing temperature adjustment door 15 blowout temperature adjustment door opening degree DrSW (%) and blowout temperature adjustment door opening degree PaSW (%) of the passenger side blowing temperature adjustment door 16 are calculated.

  As is well known, these blowout temperature adjustment door openings SW are calculated for each seat by the following formula 2 as a target damper opening SW based mainly on the target blowout temperature and the cooling water temperature. Then, the positions of the blowout temperature adjustment doors 15 and 16 are controlled according to the calculated target damper opening SW, and heated air and air cooled by the cooling heat exchanger 41 provided in the air conditioning unit. And the air temperature is adjusted.

(Formula 2) SW = {(TAO-Te) / (Tw-Te)} × 100 (%)
Here, TAO is the target outlet temperature, Tw is the cooling water temperature, Te is the cooled air temperature (the temperature after the heat exchanger for cooling in the embodiment described later), and the larger the target damper opening SW, Air-conditioning air temperature becomes high.

(Step S6)
Next, based on the target blowing temperature DrTAO and PaTAO on the driver's seat and passenger's seat determined in step S3, the air flow intake mode to be taken into the passenger compartment, that is, whether outside air introduction or inside air circulation is determined.

(Step S7)
Next, the target blowing temperatures DrTAO, PaTAO on the driver seat side and the passenger seat side obtained in step S3 and the actual cooling heat exchanger downstream temperature Te detected by the cooling heat exchanger post sensor 74 coincide with each other. In addition, a control current value for setting the compressor to the target discharge amount is determined by feedback control (PI control).

  Specifically, the solenoid current (control current: In), which is the target value of the control current supplied to the electromagnetic solenoid of the electromagnetic capacity control valve attached to the compressor, is calculated based on the arithmetic expression stored in the memory. To do.

(Step S8)
Next, a control signal is output to the blower drive circuit 8 so that the blower control current VA determined in step S4 is obtained.

(Step S9)
Next, a control signal is output to the servomotors 17 and 18 so that the blowout temperature adjustment door opening degrees DrSW and PaSW determined in step S5 are obtained.

(Step S10)
Next, a control signal is output to the servo motor 5 so that the suction mode determined in step S6 is set.

(Step S11)
Next, the solenoid current (control current: In) determined in step S7 is output to the electromagnetic solenoid of the electromagnetic capacity control valve attached to the compressor. Thereafter, the control process returns to step S2. At the time of manual setting, the control program of FIG. 4 is executed according to the operation setting value.

  Next, the one-seat priority mode control (control c) in step S35 when the one-seat priority switch 65 is turned on and the heating condition mode is established will be described. In the one-seat priority mode control, as described above, the relationship between the blowing temperature Td on the driver seat side and the blowing temperature Tp on the passenger seat side is such that the blowing temperature Td on the driver seat side is equal to or higher than the blowing temperature Tp on the passenger seat side. The control is executed so that the temperature becomes (Td ≧ Tp).

  In the normal control of FIG. 4 described above, in step S3, the target blowing temperature DrTAO on the driver seat side and the target blowing temperature PaTAO on the passenger seat side are calculated, and the target blowing temperature DrTAO on the driver seat side and the passenger seat side is calculated. The temperature TEO after the target cooling heat exchanger was calculated from the PaTAO and the outside air temperature Tam. The one-seat priority mode control in step S34 basically changes a part of the normal control in FIG. 4 only during the period of the one-seat priority mode control.

  Further, in step S5, from the target blowing temperature DrTAO, PaTAO on the driver's seat side and the passenger seat side, the blowing temperature adjustment door opening degree DrSW (%) of the driver seat side blowing temperature adjustment door 15 and the passenger seat side blowing temperature adjustment door 16 are set. The blowout temperature adjustment door opening degree PaSW (%) was calculated.

  However, in the one-seat priority mode control, the target blowing temperature DrTAO on the driver's seat side and the target blowing temperature PaTAO on the passenger seat side are temporarily cleared, and the one-seat priority target blowing temperature DrTAOP based on the outside air temperature, The one-seat priority target blowing temperature PaTAOP on the passenger seat side is determined based on the map of FIG. FIG. 5 is a map used for the one-seat priority mode control (control c) shown in step S35 of FIG. 3 in the first embodiment.

  As can be seen from the map of FIG. 5, when the outside air temperature is low, there is no difference between the one-seat priority target blowing temperature DrTAOP on the driver's seat side and the one-seat priority target blowing temperature PaTAOP on the passenger seat side. However, the map is formed so that the difference between the one-seat priority target blowing temperature DrTAOP on the driver's seat side and the one-seat priority target blowing temperature PaTAOP on the passenger seat side increases as the outside air temperature increases.

  That is, as the outside air temperature becomes higher, the one-seat priority target blowing temperature PaTAOP on the passenger seat side is shifted to the cool side so that a lower temperature is blown out. On the contrary, when the outside air temperature is low, it is easy for the driver to be influenced by the cool air on the passenger seat side, so the temperature on the passenger seat side is brought close to the blowing temperature of the driver. When the outside air temperature is −20 ° C., the occupant will feel cold unless both the driver's seat side and the passenger's seat side blow air-conditioning air of about 50 ° C. to warm all the rooms.

  Then, the one-seat priority target blowing temperature DrTAOP on the driver's seat side, the one-seat priority target blowing temperature PaTAOP on the passenger seat side, and the input data described above are substituted into the arithmetic expression stored in the memory. Then, the blowout temperature adjustment door opening degree DrSW (%) of the driver seat side blowout temperature adjustment door 15 and the blowout temperature adjustment door opening degree PaSW (%) of the passenger seat side blowout temperature adjustment door 16 are calculated.

  As a result, the relationship between the blowing temperature Td on the driver seat side and the blowing temperature Tp on the passenger seat side is such that the blowing temperature Td on the driver seat side is equal to or higher than the blowing temperature Tp on the passenger seat side (Td ≧ Tp ) One-seat priority mode control is executed.

  At this time, on the passenger seat side, the passenger seat side blowing temperature adjustment door 16 controls the heating heat exchanger 42 so that air does not pass through, and controls the passenger seat side blowing temperature according to the air conditioning load. For example, as shown in FIG. 5, when the outside air temperature is −5 ° C., the blowout is performed so that the driver side blowing temperature Td is about 50 ° C. based on the target blowing temperature TAO, and the passenger side blowing temperature Tp is about 25 ° C. The temperature adjusting doors 15 and 16 are controlled. When the outside air temperature is high, the driver is less likely to be affected by the cool air on the passenger seat side, so the passenger seat side blowing temperature Tp is greatly reduced.

  When the one-seat priority switch 65 is turned off or the heating condition mode is no longer established, normal control (control d) is executed. The control from step S1 to step S11 other than the blowout temperature adjustment door opening calculation when the one-seat priority mode control is performed is the same as the normal control (control d).

(Summary and operational effects of the first embodiment)
As described above, in the first embodiment, the air introduced from the inside air or the outside air is converted into the conditioned air by the internal heating heat exchanger 42 (FIG. 1), and the passenger compartment of the vehicle is seated from the outlet. The air-conditioning unit 1 that blows out is provided, and the air-conditioning unit 1 is independently provided with a blow-out temperature adjusting mechanism 15 on the driver's seat side and a blow-out temperature adjusting mechanism 16 on the front passenger seat.

  Driver seat presence determination means (step S32 in FIG. 3) is provided for determining whether the driver's seat is present and determining that a passenger is present only in the driver's seat. Heating operation determination means (step S33 in FIG. 3) for determining whether or not the air conditioning state on the driver's seat side is the heating operation is provided by the blowing temperature adjusting mechanisms 15 and 16 (FIG. 1).

  When the driver's seat presence determination means (step S32 in FIG. 3) determines that the passenger is present only in the driver's seat and the heating operation determination means (step S33 in FIG. 3) determines that the operation is heating. In addition, the air-conditioner ECU 10 serving as a control means for controlling the blow-out temperature adjusting mechanisms 15 and 16 (FIG. 1) to perform the one-seat priority mode control so that the blow-out temperature on the passenger seat side is lower than the blow-out temperature on the driver seat side. (FIG. 1).

  As a result, it is determined that only the driver is present in the driver's seat in the winter, even if there is no mechanism that completely shuts off the conditioned air blown from the air outlets other than the driver's seat on the passenger's seat and the rear seat. In such a case, it is possible to control the blowing temperature adjusting mechanisms 15 and 16 so that portions other than the driver's seat have a heat radiation amount smaller than the heat radiation amount of the vehicle air conditioner used for the driver.

  FIG. 6 is a graph showing the results of the warmth test in the first embodiment. In FIG. 6, the horizontal axis represents the foot blowing temperature (Pa FOOT blowing temperature) blown out from the foot outlet on the passenger seat side, and the vertical axis represents the result of the feeling test of warmth.

  This warm feeling test in FIG. 6 is an evaluation of the warm feeling when the blowing temperature on the driver's seat side is fixed at 50 ° C. and the blowing temperature on the passenger seat side is lowered. In addition, it was confirmed in an experimental state where the outside air temperature was kept constant at −5 ° C. and there was no solar radiation.

  The reference line Ls indicates the level that is desired to be achieved. The FR vehicle is a vehicle that has a front engine / front drive system and does not have a portion that blocks air-conditioning air between the driver's seat and the passenger seat, and can walk through between the driver's seat and the passenger seat.

  The FF vehicle is a front engine / rear drive system with a propeller shaft and a three-dimensional floor tunnel in the center of the floor, so there is a part that blocks air-conditioning air between the driver's seat and the passenger seat. It is an existing vehicle.

  As can be seen from FIG. 6, even if the temperature on the passenger side is lowered to about 25 ° C., the driver's feeling of warmth is “slightly warm” as in the case of the current four-seat vehicle, and both the FF vehicle and the FR vehicle have an outside temperature. However, up to about 25 ° C., the reference line is substantially cleared and there is no problem. In addition, the FF vehicle having no portion that blocks air-conditioning air between the driver's seat and the passenger seat tends to have a lower sense of warmth.

  In addition, the asterisk marked as current 4 seats in FIG. 6 is a vehicle air conditioner in a conventional general vehicle, and does not provide priority / non-priority discrimination between the driver's seat side and the passenger seat side, A vehicle air conditioner that blows the same hot air of 50 ° C. at both the driver's side foot outlet and the passenger's side foot outlet (although independent air conditioning control is possible between the driver's seat and the passenger's seat). 4 is a general vehicle with 4 seats equipped with 4 seat independent air-conditioning control.

  FIG. 7 is a graph showing a comparison of the energy ratio between the first embodiment and the conventional air conditioner mounted on the vehicle in which the current four seats are entered, and the experimental conditions are the same as in FIG. is there. In FIG. 7, the horizontal axis represents the vehicle air conditioner according to the first embodiment and the vehicle air conditioner in the conventional general four-seat vehicle with the black star, and the vertical axis represents the energy consumption ratio. ing.

  When the energy consumption ratio of the vehicle air conditioner in the conventional general four-seat vehicle of the above-mentioned black star mark is 1, the energy consumption ratio is about 0.8 in the first embodiment, and the heat amount is reduced by about 20%. The heat saving effect was confirmed.

  In this way, when preferentially air-conditioning on the driver side that is the one-seat side, without providing a structure that completely shuts off the air outlet that blows the air-conditioned wind on the passenger seat side, By reducing the temperature on the passenger seat side and minimizing the amount of heat released from the heat exchanger for heating, the total amount of heating heat can be minimized and the engine load can be reduced.

  Further, the blowout temperature adjustment mechanisms 15 and 16 (FIG. 1) control the amount of air that passes through the heating heat exchanger 42 and the amount of air that does not pass through the hot air blowout temperature adjustment door (also referred to as a blowout temperature adjustment door or an air mix door). The warm air blowing temperature adjusting door includes a driver seat side hot air blowing temperature adjusting door 15 and a passenger seat side hot air blowing temperature adjusting door 16.

  According to this, the driver seat side hot air blowing temperature adjusting door 15 and the passenger seat side hot air blowing temperature adjusting door 16 are individually controlled to completely shut the passenger seat side and rear seat side blowing portions. Even if there is no mechanism, when it is determined that only the driver is present in the driver's seat in winter, the part other than the driver's seat is the amount of heat released from the vehicle air conditioner used for the driver. Also, the heat dissipation can be made small.

  Further, the air conditioning unit 1 includes a foot outlet 23a (FIG. 1) that blows conditioned air toward the driver's feet in the passenger compartment, and a knee blow that blows conditioned air to the knee portion of the driver seated on the driver's seat side. An outlet 27 is provided. When it is determined that an occupant is present only in the driver's seat and the heating operation determination means determines that the operation is heating operation, the blowing temperature adjustment mechanisms 15 and 16 are controlled to drive the blowing temperature on the passenger seat side. Control is made to be lower than the blowing temperature on the seat side.

  According to this, when the driver seat priority heating is performed, the cold cold air from the passenger seat side flows to the driver seat side, but the knee air outlet 27 that blows the conditioned air to the knee portion of the driver is provided. Since it is provided, discomfort in the knee due to cold air can be reduced.

  Further, the control means 10 includes an outside air temperature sensor 72 serving as means for detecting outside air temperature outside the vehicle, and the control means 10 controls the passenger side temperature adjusting mechanism 16 so that the blowing temperature on the passenger seat side becomes higher as the outside air temperature becomes lower. I have control.

  According to this, since the control means 10 controls the passenger seat side temperature adjustment mechanism 16 so that the blowout temperature on the passenger seat side becomes higher as the outside air temperature becomes lower, only the driver seat is given priority when the outside air temperature is low. It is possible to suppress the amount of heating heat of the entire vehicle from being lowered and to make the driver feel cold.

  The control means 10 has means (step S3 in FIG. 4) for calculating the target blowing temperature based on at least the set temperature set by the occupant. And the blowing temperature adjustment mechanisms 15 and 16 are controlled based on the calculated target blowing temperature.

  When the driver's seat presence determination means (step S32 in FIG. 3) determines that the passenger is present only in the driver's seat and the heating operation determination means (step S33 in FIG. 3) determines that the operation is heating. Further, as shown in FIG. 5, the difference between the passenger side blowing temperature and the driver side blowing temperature increases as the outside air temperature (or target blowing temperature as described later) decreases. The blowout temperature adjustment mechanisms 15 and 16 are controlled.

  According to this, when the heating load is high, the entire interior of the vehicle is heated to prevent the driver from feeling cold, and the amount of heating heat supplied to the passenger seat is reduced as much as possible. The amount of heating heat can be reduced and the fuel efficiency of the vehicle can be improved.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In the following embodiments, the same components as those in the first embodiment described above are denoted by the same reference numerals, description thereof will be omitted, and different configurations and features will be described.

  The difference between the second embodiment and the first embodiment described above is that an inside / outside air two-layer unit (unit that forms an inside / outside air two-layer flow) is adopted as the air conditioning unit 1 (FIG. 1). In addition, this inside / outside air two-layer unit itself has a layer structure in which the outside air is introduced only when the outside air is introduced into the upper part of the passenger compartment, and the lower part of the foot is fixed to the inside air circulation to reduce the ventilation loss by half. The second embodiment is known in Japanese Unexamined Patent Application Publication No. 2003-165322 and the like, and exhibits a synergistic effect by combining this configuration with the configuration of the first embodiment.

  FIG. 8 is a schematic configuration diagram of the air conditioning unit 1 composed of the inside / outside air two-layer unit, and FIG. 9 is an explanatory diagram for explaining the flow of the conditioned air inside the vehicle employing the air conditioning unit composed of the inside / outside air two-layer unit. .

  8 and 9, 6 is an inside air introduction port, and 7 is an outside air introduction port. The low humidity fresh fresh air taken in from the outside air inlet 7 passes through the cooling heat exchanger 41 and the heating heat exchanger 42 in the air conditioning unit 1 and is then blown out from the defroster outlet 20 to the front window. The air is prevented from being fogged and fresh air is supplied to the vehicle upper part (upward direction part), while the inside air is introduced from the inside air introduction port 6 and the warm air is blown out to the feet from the foot outlets 23a, 33a and the like.

  In the second embodiment, the inside / outside air two-layer unit of FIG. 8 is combined with the first embodiment of the present invention. In the case of the inside / outside air two-layer unit, since the foot outlet 23a and the like are inside air, the one-seat priority switch 65 in FIG. 2 is pushed, and if the heating condition in step S33 in FIG. The adjustment door 16 (FIG. 1) is set to the MAX COOL side so that the heat exchanger 42 for heating is not vented, and the temperature in the vehicle compartment is blown directly to the passenger side foot outlet 33a (FIG. 1). I can do it.

  As described above, the synergistic effect between the inside / outside air two-layer unit and the first embodiment of the present invention can efficiently heat only the driver's seat without adding any heat to the passenger's seat. It becomes.

  In other words, in the case of the inside / outside air two-layer unit, since the foot outlet is inside air, the one-seat priority switch 65 is pushed in the inside / outside air two-layer mode, and if the heating condition is satisfied, the blowing temperature on the passenger seat side The adjustment door 16 is set to the MAX COOL side so that the heating heat exchanger 42 is not vented, and the passenger compartment foot outlet can be blown out as it is.

  With this method, it is possible to efficiently heat only the driver without adding any heat to the passenger seat side. According to this, the energy ratio can be further reduced from 0.8 in FIG. 7 of the first embodiment.

  As described above, the air conditioning unit of the second embodiment is composed of the inside / outside air two-layer unit, and when the outside air is introduced into the air conditioning unit, the region where the conditioned air blown from the air conditioning unit flows is only the upper layer portion of the vehicle interior. It is said. As a result, when the inside air is introduced into the air conditioning unit, the region in which the conditioned air blown from the air conditioning unit flows is limited to the lower layer portion in the passenger compartment where the passenger's feet are located.

  Therefore, the driver seat presence determination means (step S32 in FIG. 3) determines that the passenger is present only in the driver seat, and the heating operation determination means (step S33 in FIG. 3) determines that the operation is heating. When the heating condition is satisfied, the blowing temperature adjusting mechanisms 15 and 16 are controlled, and the blowing temperature adjusting mechanism is controlled so that the blowing temperature on the passenger seat side is lower than the blowing temperature on the driver seat side.

  In other words, when it is determined that only the driver is present in the driver's seat in winter, the heat dissipation amount other than the driver's seat is less than the heat dissipation amount of the vehicle air conditioner used for the driver. The blowing temperature adjustment mechanisms 15 and 16 are controlled so as to be.

  In addition to this control, when introducing outside air into the air conditioning unit, the area where the conditioned air blown from the air conditioning unit flows only in the upper part of the vehicle interior, and when introducing the inside air into the air conditioning unit, the air conditioning unit The region where the conditioned air blown from the vehicle flows is limited to the lower layer in the passenger compartment where the feet of passengers in the passenger compartment are located.

  Therefore, heating when there are passengers only in the driver's seat can preferentially warm the lower part of the passenger compartment where the driver's feet are located with the inside air, and the blowout temperature on the passenger seat side is set to the blowout temperature on the driver's seat side. Since the inside air is blown out to the lower layer on the passenger seat side, the inside air only needs to be circulated, and heating energy is not used. Therefore, the amount of heating heat of the entire vehicle can be further reduced.

(Third embodiment)
Next, a third embodiment of the present invention will be described. Features different from the above-described embodiment will be described. In this embodiment, a window fogging determination unit is further provided. This window fogging determination means may be anything as long as it can detect the degree that the window is fogged and hinders driving. For example, a humidity detection sensor may be installed on the surface of the windshield to determine window fogging. Further, the window fogging state may be determined or corrected using any one of the values of solar radiation amount, outside air temperature, inside air temperature, vehicle speed, target blowing temperature, blower air volume, and air outlet mode.

  More specific window fog determination means as an example is configured as follows. FIG. 10 is a schematic configuration diagram showing an example of attachment of the humidity detection sensor 76 of the front window portion 49a in the vehicle interior in the third embodiment.

  A humidity detection sensor 76 as a humidity detection means for detecting the relative humidity in the vehicle interior is provided near the inner surface of the front window portion 49a in the vehicle interior of FIG. A humidity sensor 47, an air temperature sensor 48, and a glass temperature detection temperature sensor 49 (also referred to as a window temperature sensor 49) that can detect typical humidity and temperature of air near the inner surface are provided. The humidity sensor unit 47 is of a capacitance change type in which the dielectric constant of the moisture sensitive film changes according to the relative humidity of the air, whereby the capacitance changes according to the relative humidity of the air.

The air conditioner ECU 10 (FIG. 1) calculates the relative humidity RH of the vehicle interior air near the front window based on the output value of the humidity sensor unit 47. That is, the air conditioner ECU 10 stores in advance a predetermined arithmetic expression for converting the output value of the humidity sensor unit 47 into the relative humidity RH, and by applying the output value of the humidity sensor unit 47 to this arithmetic expression, The relative humidity RH is calculated. Equation 3 below is a specific example of this humidity calculation equation.
(Formula 3) RH = αV + β
However, V is an output value of the humidity sensor unit 47, α is a control coefficient, and β is a constant.

  Next, the air conditioner ECU 10 calculates the window glass temperature by applying the output value of the window temperature sensor 49 to a predetermined arithmetic expression stored in advance. Further, the window glass surface relative humidity RHW is calculated based on the relative humidity RH and the window glass temperature.

  That is, by using the humid air diagram, the window glass surface relative humidity RHW is calculated from the relative humidity RH, the air temperature, and the window glass temperature. This is disclosed in detail in Japanese Patent Application Laid-Open No. 2007-8449.

  FIG. 11 is a schematic diagram showing an overall configuration of an automatic air conditioner system according to the third embodiment. In FIG. 11, the front air outlets 31a, 31b and the defroster air outlets 20a, 20b on the passenger seat side are provided with door mechanisms 24, 34, 35 that open and close independently.

  In such a vehicle air conditioner, when the one-seat priority switch 65 of FIG. 2 is pressed and the heating condition and the window fogging determination means determine that there is no window fogging, the passenger seat side face outlet 31a, 31b or Servo motors 28, 38, servo motors 28, 38, and 28 are controlled by signals from the air conditioner ECU 10 so that the air blowing from the defroster outlets 20 a, 20 b is stopped or the air volume is smaller than usual. 39 adjusts. This will be described in detail with reference to FIG.

  FIG. 12 is an overall control flowchart of the air conditioner ECU 10 of the third embodiment. In FIG. 12, when the control starts in step S41, it is determined in step S42 whether or not the one-seat priority switch 65 of FIG. 2 is turned on.

  If the one-seat priority switch 65 is not turned on, the above-described normal control is executed in step S43. If the one-seat priority switch 65 is ON, it is determined in step S44 whether the heating condition mode is established.

  Here, the determination of whether or not the heating condition mode is established is, firstly, that the outside air temperature is equal to or lower than a predetermined temperature (for example, 20 ° C. or lower), and secondly, the target blowing temperature TAO is equal to or higher than a predetermined value. It is determined that the heating condition mode is satisfied when at least two conditions are all cleared (for example, 25 ° C. or higher).

  In the case where the blowing mode is a structure that can be set at least by the driver alone, the third condition is that the blowing mode before the one-seat priority switch 65 is turned on is the foot mode or the bi-level mode. Although the condition mode may be an established condition, in the third embodiment, since the door of the partial outlet is omitted, the heating condition mode is established under the above two conditions.

  If it is determined in step S44 of FIG. 12 that the heating condition mode is not established, normal control is executed in step S43. On the other hand, when it is determined that the heating condition mode is established, the process proceeds to step S45 that constitutes the window fogging calculation means, and window fogging is determined.

  As described above, the window fogging determination is performed by calculating the window glass temperature by applying the output value of the window temperature sensor 49 to a predetermined arithmetic expression stored in advance in the air conditioner ECU 10, and further, the relative humidity RH. And the window glass surface relative humidity RHW is calculated based on the window glass temperature.

  That is, by using the humid air diagram, the window glass surface relative humidity RHW is calculated from the relative humidity RH, the air temperature, and the window glass temperature. A window fogging state signal is issued when the window glass surface relative humidity RHW exceeds a predetermined reference value.

  If it is determined in step S46 in FIG. 12 that the window fogging state signal has been output and the predetermined window fogging state has been reached, the process proceeds to step S47, and the face outlets 31a and 31b and the defroster outlet 20a on the passenger seat side in FIG. 20b are brought into an open state or a state close thereto by the door mechanisms 24, 34, 35.

  On the other hand, if it is determined in step S46 in FIG. 12 that the window fogging state signal has not been issued and the predetermined window fogging has not occurred, the process proceeds to step S48, and the face outlets 31a and 31b on the passenger seat side in FIG. And all of the defroster outlets 20a, 20b are brought into a closed state or a state close thereto by the door mechanisms 24, 34, 35.

  Thereafter, the process proceeds to step S49, and the relationship between the blowing temperature Td on the driver seat side and the blowing temperature Tp on the passenger seat side is such that the blowing temperature Td on the driver seat side is equal to or higher than the blowing temperature Tp on the passenger seat side. (Td ≧ Tp), the normal control is modified and the one-seat priority mode control is executed. This was described in detail earlier.

  Next, it progresses to step S50 and the air volume of the blower (blower means) 4 of FIG. 1 is adjusted. That is, according to the opening and closing of the door in steps S47 and S48, the air volume of the air outlets other than the air outlet that opens and closes this door changes, so the air volume of the blower 4 is controlled so that the change is minimized. This calculates a correction amount corresponding to the opening / closing of the door in steps S47 and S48 on a map, and increases or decreases the DC voltage applied to the blower 4.

  As a result, when the air flow from the face outlets 31a and 31b (FIG. 11) or the defroster outlets 20a and 20b on the passenger seat side is stopped, or when the air volume is smaller than usual, the air volume on the driver side is Since it increases, the total air volume can be adjusted so that it becomes an appropriate air volume.

  Thus, in this 3rd Embodiment, the air-conditioning unit 1 is air-conditioning wind on the passenger-side face air outlet 31a, 31b which blows air-conditioning air in the direction of the face of the passenger-side occupant forming the air outlet, or on the window in the passenger compartment. Are provided with door mechanisms 24, 34, and 35 that form an outlet opening / closing mechanism capable of independently opening and closing the defroster outlets 20a and 20b.

  Moreover, the window fogging calculating means (step S45, S46 of FIG. 12) which calculates the window fogging state of a vehicle is provided. When only the driver is present (YES in step S42), the heating operation determination means determines that the operation is heating operation (YES in step S44), and the heating condition is satisfied, the blowing temperature adjustment mechanism (FIG. 11). 15 and 16), and the blowing temperature adjusting mechanism is controlled so that the blowing temperature on the passenger seat side is lower than the blowing temperature on the driver seat side.

  In this control, the opening and closing mechanism of the passenger seat side face outlet 31a, 31b or the defroster outlet 20a, 20b is adjusted by the outlet opening / closing mechanism according to the window fogging state calculated by the window fogging calculating means. . According to this, while avoiding window fogging more reliably, the amount of heating heat of the entire vehicle can be reduced and fuel efficiency of the vehicle can be improved.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described. Features different from the above-described embodiment will be described. FIG. 13: is a schematic block diagram which shows the structure of the air conditioning unit of the heat exchanger part for heating in 4th Embodiment.

  In the first embodiment, the blowout temperature adjustment mechanism that controls the amount of air passing through the heat exchanger for heating with the blowout temperature adjustment door is adopted, but this fourth embodiment is a means for reducing the amount of heat on the passenger seat side. As shown in FIG. 13, heating heat exchangers 42a and 42b each comprising a heating heat exchanger capable of adjusting the temperature independently on the driver's seat side and the passenger seat side are provided.

  The engine cooling water warmed by the engine flows in the heating heat exchangers 42a and 42b. The flow rate adjusting valves 45a and 45b are provided so that the flow rate can be adjusted for each of the heating heat exchangers 42a and 42b. It is provided in relation to the heat exchangers 42a and 42b for heating.

  Then, in the one-seat priority mode control in which the one-seat priority switch 65 in FIG. 2 is pressed and the heating condition is satisfied, the flow rate of the flow rate adjustment valve 45b on the passenger seat side is throttled by a signal from the air conditioner ECU 10 that forms the control means. .

  Thus, in the fourth embodiment, a temperature-controlled heating system is employed, and the heating heat exchangers 42a and 42b are independent driver side heating heat exchangers on the driver side and passenger side, respectively. 42a and a passenger-side heating heat exchanger 42b.

  Further, there are provided flow rate adjusting valves 45a and 45b constituting hot water flow rate control means for controlling the flow rate of hot water passing through the driver side heating heat exchanger 42a and the passenger side heating heat exchanger 42b. And when it determines with the passenger | crew being present only in a driver's seat, and the heating operation determination means determines with heating operation, the hot water flow rate control means which comprises a blowing temperature adjustment mechanism, ie, the flow rate adjustment valve 45a, 45b is controlled.

  According to this, it is determined that only the driver is present in the driver's seat in winter by controlling the flow rate of hot water passing through the driver's seat side heating heat exchanger 42a and the passenger's seat side heating heat exchanger 42b. If this is done, the part other than the driver's seat can have a heat dissipation smaller than the heat dissipation of the vehicle air conditioner used for the driver, reducing the amount of heating heat of the entire vehicle, Improved fuel economy can be realized.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described. Features different from the above-described embodiment will be described. In the first embodiment, as shown in the map of FIG. 5, the target blowing temperature (priority target blowing temperature) at the time of one-seat priority mode control is set corresponding to the change in the outside air temperature. In the embodiment, the priority target outlet temperature is set corresponding to the target outlet temperature DrTAO on the driver's seat side.

  FIG. 14 is a map used for the 1-seat priority mode control in the fifth embodiment, and is used for the 1-seat priority mode control corresponding to step S35 in FIG. 3 of the first embodiment. That is, in the first embodiment, the blowing temperature in the driver seat priority mode has a predetermined characteristic only in accordance with the change in the outside air temperature. In the fifth embodiment, the target blowing temperature DrTAO on the driver side is Control to the standard.

  According to this, since the target outlet temperature DrTAO on the driver side is controlled by control factors such as the set temperature, the amount of solar radiation, the outside air temperature, the inside air temperature, etc., one seat priority is given in response to changes in these control factors. Mode control can be performed.

(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described. Features different from the above-described embodiment will be described. FIG. 15 is a map used for the 1-seat priority mode control in the sixth embodiment, and is used for the 1-seat priority mode control corresponding to step S35 in FIG. 3 of the first embodiment.

  In the first embodiment, as shown in the map of FIG. 5, the priority target outlet temperature is set corresponding to the change in the outside air temperature. In the sixth embodiment, as shown in FIG. The opening temperature SW of the blowing temperature adjusting doors 15 and 16, that is, the Emix door, is changed corresponding to the target blowing temperature DrTAO.

  As described above, in the normal control, based on the above formulas 1 and 2, based on TAO: target blowing temperature, Tw: cooling water temperature, Te: cooled air temperature (temperature after heat exchanger for cooling). The opening degree SW is calculated, but in the one-seat priority mode control, the air temperature adjustment doors 15 and 16, that is, the opening of the Emix door are opened corresponding to the target air temperature DrTAO on the driver's seat side using the map of FIG. The degree SW is directly obtained and controlled.

(Seventh embodiment)
Next, a seventh embodiment of the present invention will be described. Features different from the above-described embodiment will be described. The vehicle air conditioner of the seventh embodiment is a combination of a seat air conditioner. There are various types of seat air conditioners, ranging from those that incorporate a PCT heater or heating wire in the seat of the driver's seat, to those that blow air-conditioned air heated by a Peltier element from the porous sheet. A seat air-conditioner may be used, and in short, any device that can at least assistly heat the passenger seat may be used.

  FIG. 16 is a map used for the 1-seat priority mode control in the seventh embodiment, and is used for the 1-seat priority mode control corresponding to step S35 in FIG. 3 of the first embodiment. In the seventh embodiment, as shown in the map of FIG. 16, when the passenger seat side seat heater is turned on, the temperature characteristics of the passenger seat side are shifted in the direction in which the blowing temperature decreases. is there. At this time, instead of heating the entire seat heater on the passenger seat side, only the portion close to the driver's seat may be partially heated.

  As described above, in the seventh embodiment, the seat air-conditioning means for heating the seat is provided on the passenger seat side, and the air conditioner ECU 10 that constitutes the control means sets the blowing temperature on the passenger seat side to be higher than the blowing temperature on the driver seat side. For example, the blowout temperature adjustment door 16 (FIG. 1) serving as the blowout temperature adjustment mechanism is controlled so as to be lowered. For this purpose, the passenger seat side heating target value is set so that the passenger seat side blowing temperature is lower than the driver seat side blowing temperature, for example, the blowing temperature adjustment door opening SW and the driver seat side heating target value. For example, a target blowing temperature DrTAO is calculated.

  The target blowing temperature PaTAO on the passenger seat side may be calculated as the heating target value on the passenger seat side. In short, it is only necessary that the blowing temperature on the passenger seat side can be made lower than the blowing temperature on the driver seat side during the one-seat priority mode control.

  When the seat air-conditioning means is operating, the heating value on the passenger seat side is further reduced by lowering the heating target value on the passenger-seat side to the cold side compared to when the seat air-conditioning means is not operating It is possible to reduce the amount of heating heat of the entire vehicle and further improve the fuel consumption of the vehicle.

(Eighth embodiment)
Next, an eighth embodiment of the present invention will be described. Features different from the above-described embodiment will be described. The vehicle air conditioner according to the eighth embodiment corrects the pre-correction temperature adjustment door opening degree SWo in accordance with changes in vehicle speed and changes in solar radiation.

  FIG. 17 is a map used for the 1-seat priority mode control in the eighth embodiment, and is used for the 1-seat priority mode control corresponding to step S35 in FIG. 3 of the first embodiment. FIG. 18 is a correction map that is used together with the map of FIG. 17 and constitutes the correction means 101 for obtaining the vehicle speed correction value SWVs. FIG. 19 is a correction map that is used together with the map of FIG. 17 and constitutes the correction means 102 for obtaining the solar radiation amount correction value SWTs.

  When the vehicle speed is high, the windshield is cooled, and the occupant feels cold due to radiation cooling from the windshield. In addition, passengers feel warm when the amount of solar radiation increases. Therefore, in the eighth embodiment, the passenger seat side pre-correction temperature adjustment door opening degree SWo is determined based on the driver's seat side target outlet temperature DrTAO using the map of FIG. 17, and according to the vehicle speed and the amount of solar radiation. The vehicle speed correction value SWVs and the solar radiation amount correction value SWTs are obtained from the maps of FIGS.

  Then, the passenger seat side blowing temperature adjustment door opening degree SW (final) as a final control value is obtained by the following formula 4.

(Formula 4) SW (final) = SWo + SWVs−SWTs
As described above, in the eighth embodiment, depending on the vehicle speed of the vehicle or the amount of solar radiation into the vehicle interior, the blowing temperature on the passenger seat side increases as the vehicle speed increases, or the passenger seat increases as the amount of solar radiation increases. Correction is performed so that the outlet temperature on the side becomes lower, and heating is performed by the one-seat priority mode control.

  According to this, even if the vehicle speed is high and the radiant cooling from the window in front of the driver's seat becomes large, it can be corrected to control the blowout temperature on the passenger seat side to be high. In addition, because the amount of solar radiation increases and the passenger compartment temperature rises, the blowout temperature on the passenger seat side is controlled to be lower, so that the correction to reduce the supply of heating heat to the passenger seat side as much as possible is possible. The amount of heating heat of the entire vehicle can be reduced, and the fuel efficiency of the vehicle can be improved.

(Ninth embodiment)
Next, a ninth embodiment of the present invention will be described. Features different from the above-described embodiment will be described. The vehicle air conditioner according to the ninth embodiment is applied to a vehicle air conditioner having an air conditioning unit including an upper and lower independent temperature control means in addition to the left and right independent temperature control means.

  In each of the above embodiments, the one-seat priority mode control in winter is performed by an air conditioning unit capable of independent left and right temperature control. This is because, in the winter season, when it is determined that an occupant is only in the driver's seat, the air temperature adjustment door on the passenger side is positioned on the cooler side than the air temperature adjustment door on the driver's side. The heat dissipation of the heater core used on the passenger seat side is reduced, and heat saving is realized.

  However, the temperature at the passenger's seat face outlet and the air outlet at the defroster outlet also decrease, which causes a deterioration in the thermal comfort of the driver's seat occupant. In this case, by closing the air outlet with the passenger seat side air volume adjustment mechanism, it is possible to reduce the influence on the occupant due to the air conditioned air blowing from the face air outlet of the passenger seat. However, as a result, the air that is originally blown out from the face outlet of the passenger seat flows into the driver's seat in the air conditioning unit, and the temperature at the driver's seat is lowered.

  In the ninth embodiment, in the air conditioner provided with the upper and lower independent temperature control means in addition to the left and right independent temperature control means, the temperature control on the upper side of the passenger seat is not controlled to the cool side, and the temperature on the lower side of the passenger seat is not controlled. By performing the one-seat priority mode control in which only the control is controlled to the cool side, a decrease in the air-conditioning air temperature for the driver's seat occupant is prevented.

  For this purpose, a mechanism for reducing the opening degree of the passenger seat side outlet (hereinafter referred to as the passenger seat outlet opening adjustment mechanism) is provided inside or outside the air conditioning unit, and the outlet temperature on the driver side and the passenger seat side is independent. In the air conditioner controlled by the air conditioner, there is a vertical temperature control means that can independently control the air conditioning air temperature that blows out toward the area above the passenger's chest and the air conditioning air temperature that blows out to the area below the passenger's chest. Prepare.

  Also, in the winter season, when it is determined that there is an occupant only in the driver's seat, the upper / lower temperature control means is set so that the lower outlet temperature of the passenger seat is lower than the outlet temperature of the other outlets. Is to control.

  The ninth embodiment will be specifically described below based on the drawings. FIG. 20 is a schematic diagram schematically showing an air conditioning unit used in the ninth embodiment of the present invention. The vehicle air conditioner of FIG. 20 has a function that can adjust the face blowing air volume on the passenger seat side. In addition, left and right independent temperature control means and vertical independent temperature control means are provided. The passenger face face blowing air volume is adjusted by an air outlet opening variable mechanism provided in the air conditioning unit, the air conditioning duct, or the grill of the air outlet.

  In FIG. 20, 1 is an air conditioning unit, and 20 is a defroster outlet. The defroster air outlet 20 may be divided into a driver seat side defroster air outlet 20a and a passenger seat side defroster air outlet 20b.

  Reference numerals 21a and 21b denote driver seat face outlets, and 31a and 31b denote passenger seat face outlets. Reference numeral 23a denotes a driver seat foot outlet, 33a denotes a passenger seat foot outlet, and 23b and 33b denote rear seat foot outlets.

  Further, 31c is a passenger seat face opening / closing mechanism, 40a is an upper left independent temperature control means, 40b is an upper right independent temperature control means, 40c is a lower left independent temperature control means, and 40d is a lower right independent temperature control means. These independent temperature control means 40a, 40b, 40c and 40d form a left / right / up / down independent temperature control means 40 as a whole.

  The left / right / up / down independent temperature control means 40 is constituted by a combination of a cooling heat exchanger, a heating heat exchanger, and an air mix door, which are installed in an air conditioning duct leading to a blower outlet whose temperature is to be controlled.

  Specifically, after the air flowing in the air conditioning duct is cooled by the cooling heat exchanger, the air flowing in the air conditioning duct passes through the heating heat exchanger in a proportion controlled by the air mix door. The temperature can be controlled independently.

  Alternatively, the left / right / up / down / independent temperature control means 40 does not use an air mix door, and adjusts the flow rate similar to that shown in FIG. 13 and the heat exchanger for cooling installed in the air conditioning duct leading to the outlet where the temperature should be controlled. A flow rate adjustment type heating heat exchanger (or an electric heating heat exchanger) in which the flow rate of warm water is adjusted by a valve is used. Specifically, after the air flowing in the air conditioning duct is cooled by the cooling heat exchanger, the air flowing in the air conditioning duct is independently passed by passing through the flow-regulating heating heat exchanger. The temperature can be controlled.

  In the ninth embodiment described below, the left / right / up / down independent temperature control means 40 configured by a combination of the former cooling heat exchanger, the heating heat exchanger, and the air mix door is used.

  Referring to FIG. 2, the air conditioner operation panel 51 is provided with a one-seat priority switch 65 and the like. FIG. 21 is an overall control flowchart of the air conditioner ECU according to the ninth embodiment. In FIG. 21, when control starts in step S61, it is determined in step S62 whether or not the one-seat priority switch 65 of FIG. 2 is turned on. If the one-seat priority switch 65 is not turned on, normal control is executed in step S63.

  If the one-seat priority switch 65 is ON, the air conditioning load is calculated in step S64. The air conditioning load is obtained from the target air temperature TAO calculated from the outside air temperature, the vehicle interior temperature, the amount of solar radiation, the set temperature, the difference between the predetermined temperature, the outside air temperature, and the vehicle interior temperature.

  Next, in step S65, it is determined whether the heating condition mode is established. Here, the determination of whether or not the heating condition mode is established is, firstly, that the outside air temperature is equal to or lower than a predetermined temperature (for example, 20 ° C. or lower), and secondly, the target blowing temperature TAO is equal to or higher than a predetermined value. It is determined that the heating condition mode is satisfied when at least two conditions are all cleared (for example, 25 ° C. or higher).

  In the case of a structure in which the blowing mode can be set even at least on the driver side, the blowing mode before the one-seat priority switch 65 is turned on as the third condition is the foot mode in which the wind comes from the foot blowing outlet, or A condition in which the heating condition mode is established may be a bi-level mode in which wind is emitted from both the foot outlet and the face outlet.

  If it is determined in step S65 of FIG. 21 that the heating condition mode is not established, control in the one-seat priority mode other than the heating mode is executed in step S66. For example, the blowing mode is set to a face mode in which wind is emitted from the face blowing port or a bi-level mode, and the blowing temperature of the passenger seat is set higher than the blowing temperature of the driver seat.

  On the other hand, when it is determined that the heating condition mode is established, the process proceeds to step S67, and the control is shifted to the control in the winter one-seat priority mode. The control in the winter one-seat priority mode in step S67 is a mode in which the blow mode is set to the foot mode and the air mix door on the passenger seat side is controlled to be cooler than the driver seat side.

  In this case, in the ninth embodiment, as will be described later, only the air mix door below the upper and lower air mix doors is moved to the cool side by a predetermined amount without deteriorating the thermal comfort of the driver's seat occupant. Heat-saving heating is possible.

  Hereinafter, the control in the winter one-seat priority mode in which only the lower air mix door is moved to the cool side by a predetermined amount will be specifically described with reference to FIG. FIG. 22 is an explanatory diagram for explaining the operating state of the left and right independent vertical temperature control means 40 (FIG. 20) in the control in the winter one-seat priority mode in the ninth embodiment.

  22 (a) shows the upper left independent temperature control means 40a (FIG. 20). Part (b) is the upper right independent temperature control means 40b. (C) part is the lower left independent temperature control means 40c. Part (d) is the lower right independent temperature control means 40d. FIG. 22 shows each operation state in each of the portions (a), (b), (c), and (d). As described above, the independent temperature control means 40a, 40b, 40c, and 40d form the left and right independent vertical temperature control means 40 as a whole.

  41aU, 41bU, 41aD, 41bD are a passenger seat face outlet (31a, 31b) and a defroster outlet, a driver seat face outlet (21a, 21b) and a defroster outlet, and a passenger seat rear seat foot outlet (33a). 33b) and the rear seat foot outlets (23a, 23b) of the air conditioning ducts (also referred to as evaporators or evaporators) installed in the air conditioning ducts leading to the respective outlets It is.

  Further, 42aU, 42bU, 42aD, and 42bD are portions of a heat exchanger for heating (also referred to as a heater core) as heating means installed in the air conditioning duct portion leading to each of the air outlets. Each air-conditioning duct portion includes a driver's seat upper air outlet temperature adjusting door 15U that serves as an air outlet temperature adjusting mechanism (also referred to as an air outlet temperature adjusting door or an air mix door) that adjusts the temperature of the air to each air outlet, and the driver's lower seat side. A blowing temperature adjusting door 15D, a passenger seat upper blowing temperature adjusting door 16U, and a passenger seat lower blowing temperature adjusting door 16D are provided.

  During control in the winter one-seat priority mode, the driver's seat upper outlet temperature adjustment door 15U, the driver's seat lower outlet temperature adjustment door 15D, and the passenger's seat upper outlet temperature adjustment door 16U are operated in the same manner as in normal control. On the other hand, the passenger seat lower air outlet temperature adjustment door 16D is moved to the cooler side. Also, the passenger seat face outlets (31a, 31b) and the passenger seat side defroster outlet 20b (FIG. 20) automatically operate the outlet opening / closing mechanism 31ab (FIG. 22) including the passenger seat face opening / closing mechanism 31c (FIG. 20). By closing, it prevents the blowing wind from being generated.

  In the idea of the first embodiment described above, since there is no upper and lower independent temperature control means, the entire passenger seat side is cooled. In this case, cold air may flow into the driver's seat side in the air conditioning unit and lower the driver's seat outlet temperature. However, in the ninth embodiment, the upper air mix door is not moved to the cool side. The air-conditioning air flowing from the upper side of the seat to the driver's seat side is not cooled, and the face blowing temperature on the driver's seat side is not lowered.

  In addition, in order to perform simple control in winter one-seat priority mode (also called winter one-seat centralized control), an air conditioning unit that can independently control the driver's seat passenger seat temperature is used, and the outlet temperature on the passenger seat side is controlled. The basic idea is to reduce the amount of heating heat. In the case of the first embodiment, if the passenger side air mix door is moved to the cool side to lower the temperature and the defroster outlet and the passenger side face outlet are closed, cold air is generated on the passenger side in the air conditioning unit. May accumulate.

  In such a state, when the occupant operates the operation switch of the defroster in response to fogging of the window or the like, cold air is first emitted, which affects the sensation of the occupant. Therefore, using the upper and lower independent temperature control means with a mechanism that can control the upper and lower air mix doors independently, control the air mix door on the passenger side upper side (defroster, face side) not to move to the cool side doing. Further, the blowout air from the defroster outlet and the passenger side face outlet is shut off.

  In this way, by using the upper and lower independent temperature control means, only the lower (foot side) air mix door on the passenger seat side is driven to the cool side to reduce the amount of heat required for air conditioning. Thereby, a comfortable air-conditioning state can be maintained while reducing the amount of heat required for air-conditioning. When the defroster outlet is not separated on the passenger seat side and the driver seat side, the blowing air from the defroster outlet is not shut, but only the blowing air from the passenger side face outlet is shut.

(Other embodiments)
The present invention is not limited to the embodiment described above. Therefore, other embodiments will be described below from the first example to the fourteenth example. In the first example, for example, in the above-described embodiment, the one-seat priority mode control is executed when the one-seat priority switch 65 is operated and the heating condition mode is manually performed. In addition, it is possible to detect that only the driver is present by using a seating sensor disposed on the seat, and at this time, the one-seat priority mode control in the heating condition mode may be automatically executed.

  Further, the presence or absence of an occupant in each seat may be detected by an IR (non-contact infrared) temperature sensor arranged on an instrument panel or the like instead of the seating sensor. In addition, the presence / absence of an occupant in each seat may be estimated by using a seat belt fitting signal or an opening / closing signal of each seat door, or the presence / absence of an occupant in each seat may be determined by combining these means. It may be what you do.

  Next, a second example will be described. In the first embodiment, all the door mechanisms for the air outlets are omitted to reduce costs, but only the door mechanism for the air outlets on the passenger seat side may be omitted. In this case, the blowing mode on the driver's seat side is calculated at step S6 in FIG. 4 as is well known in the art.

  In this case, the heating operation determination means in step S33 in FIG. 3 determines that the heating operation is performed in the foot blowing mode in which the conditioned air is blown from the foot outlet and from both the foot outlet and the face outlet. One of the cases of the bi-level blowing mode in which the conditioned air is blown is added as a heating condition establishment requirement.

  According to this, it is determined that the heating operation determination means is the heating operation when the conditioned air is blown from the foot outlet and when the conditioned air is blown from both the foot outlet and the face outlet. Since it is one of the cases, the heating operation can be accurately determined.

  Next, a third example will be described. In the first embodiment, the temperature can be set in both the driver seat and the passenger seat, and the target outlet temperature TAO is individually calculated in both the driver seat and the passenger seat. However, the temperature can be set only on the driver seat side, and only the driver seat can be set. The target blowing temperature TAO may be calculated.

  Next, a fourth example will be described. In the first embodiment, since the door mechanism of the air outlet is completely abolished, the air outlet mode cannot be switched. However, in step S6 of FIG. 4, the air outlet mode is calculated from TAO or the like as in the prior art, and the step of FIG. The heating operation determination means in S33 may determine that the heating operation is one of the foot blowing mode and the bi-level blowing mode as a heating condition establishment requirement.

  According to this, the heating operation determining means determines that the heating operation is one of the foot blowing mode and the bi-level blowing mode, so that the heating operation is more accurately determined. I can do it.

  Next, a fifth example will be described. As shown in the second embodiment, an inside / outside air two-layer unit may be used, and a part or all of the structure of the third embodiment (FIGS. 10 to 12) may be combined with this. In the inside / outside air two-layer unit, in order to save the heating heat amount on the passenger seat side, the inside air circulates on the floor portion of the feet, but the ceiling portion feels cold due to the outside air flowing.

  Therefore, as in the third embodiment, in FIG. 11, the front air outlets 31 a and 31 b and the defroster air outlets 20 a and 20 b on the passenger seat side may be provided with door mechanisms 24, 34 and 35 that open and close independently.

  In such a vehicle air conditioner, when the one-seat priority switch 65 in FIG. 2 is pressed and it is determined that the heating condition is satisfied, the air is blown from the face air outlets 31a and 31b or the defroster air outlets 20a and 20b on the passenger seat side. The servo motors 28, 38, and 39 adjust the door openings of the door mechanisms 24, 34, and 35 with a signal from the air conditioner ECU 10 so that the air volume is smaller than usual.

  As a result, it is possible to solve the problem that the ceiling part feels cold due to the outside air flowing. The door mechanisms 24, 34, 35 of the door mechanisms 24, 34, 35 can be manually stopped to stop the air flow from the face outlets 31 a, 31 b or the defroster outlets 20 a, 20 b on the passenger seat side, or so that the air volume is smaller than usual. The door opening may be adjusted with a control wire or the like.

  Next, a sixth example will be described. As the heating target value, in addition to the blowout temperature adjustment door opening SW, the target blowout temperature TAO or the opening of the temperature-regulating flow rate adjustment valve may be used as described above. Or when there exists a temperature sensor in a blower outlet, it is good also considering a heating target value as target blower outlet temperature.

  Next, a seventh example will be described. FIG. 23 is a map used for one-seat priority mode control. In the fifth embodiment of FIG. 14, the blowout temperature is controlled based on the target blowout temperature DrTAO on the driver side. However, as shown in FIG. 23, the target blowout temperature DrTAO on the driver side is obtained first. The control may be performed by subtracting the target outlet temperature PaTAO on the passenger seat side from the obtained value.

  According to this, since the target outlet temperature DrTAO on the driver side is obtained by calculating with control factors such as the set temperature, the amount of solar radiation, the outside air temperature, the inside air temperature, etc., it corresponds to the change of these plural control factors. The one-seat priority mode control can be performed by changing the target blowing temperature PaTAO on the passenger seat side.

  Next, an eighth example will be described. FIG. 24 is an overall control flowchart of the air conditioner ECU 10. In FIG. 24, when the control starts in step S241, it is determined in step S242 whether or not the one-seat priority switch 65 in FIG. 2 is turned on.

  If the one-seat priority switch 65 is not turned on, normal control that does not cool the passenger seat side is executed in step S243. If the one-seat priority switch 65 is ON, it is determined in step S244 whether the heating condition mode is established.

  Here, the determination of whether or not the heating condition mode is established is, firstly, that the outside air temperature is equal to or lower than a predetermined temperature (for example, 20 ° C. or lower), and secondly, the target blowing temperature TAO is equal to or higher than a predetermined value. It is determined that the heating condition mode is satisfied when at least two conditions are all cleared (for example, 25 ° C. or higher).

  In the case where the blowing mode is a structure that can be set at least by the driver alone, the third condition is that the blowing mode before the one-seat priority switch 65 is turned on is the foot mode or the bi-level mode. The condition mode may be a condition for establishment.

  When it is determined in step S244 that the heating condition mode is not established, normal control is executed in step S243. On the other hand, when it is determined that the heating condition mode is established, the process proceeds to step S245 that constitutes a window fogging calculation means, and window fogging is determined.

  As described above, the window fogging determination is performed by calculating the window glass temperature by applying the output value of the window temperature sensor 49 to a predetermined arithmetic expression stored in advance in the air conditioner ECU 10, and further, the relative humidity RH. And the window glass surface relative humidity RHW is calculated based on the window glass temperature.

  That is, by using the humid air diagram, the window glass surface relative humidity RHW is calculated from the relative humidity RH, the air temperature, and the window glass temperature. A window fogging state signal is issued when the window glass surface relative humidity RHW exceeds a predetermined reference value.

  In step S246, when the window fogging state signal is output and it is determined that the predetermined window fogging state is reached, the process proceeds to step S248, where the blowout outlet mode is set to the foot differential mode F / D or the defroster mode DEF, as shown in FIG. All of the face outlets 31a and 31b and the defroster outlets 20a and 20b on the passenger seat side are opened or close to the door mechanisms 24, 34, and 35, and the normal control in step S243 is performed.

  On the other hand, if it is determined in step S246 that the window fogging state signal has not been issued and there is no danger of predetermined window fogging, the process proceeds to step S247, where the face outlets 31a and 31b on the passenger seat side and the defroster in FIG. All of the outlets 20a, 20b are brought into a closed state or a state close thereto by the door mechanisms 24, 34, 35.

  After step S247, the process proceeds to step S249, where the relationship between the blowing temperature Td on the driver seat side and the blowing temperature Tp on the passenger seat side is such that the blowing temperature Td on the driver seat side is equal to or higher than the blowing temperature Tp on the passenger seat side. As such (Td ≧ Tp), the normal control is modified and the one-seat priority mode control is executed.

  Thus, in FIG. 24, in step S248, when the window fogging risk is determined, the foot def mode F / D mode in which conditioned air is blown from both the foot outlet and the defroster outlet, or the conditioned air from the defroster outlet. The def mode (DEF mode) for blowing the air and the passenger seat face air outlet and the defroster air outlet are both opened, and the routine shifts to the normal control in step S243, and the air outlet temperature on the passenger seat side is not lowered. Accordingly, it is possible to prevent the driver from deteriorating the thermal comfort caused by cold air coming out from the passenger seat side half of the passenger seat face outlet and defroster outlet.

  Next, in step S249 of FIG. 24, the air mix door is controlled to the cool side so that the ratio of the conditioned air passing through the heating heat exchanger decreases in the air conditioning duct that blows conditioned air toward the passenger seat. Therefore, the ventilation resistance on the passenger seat side in the air conditioner is reduced.

  For this reason, in the air conditioner for branching the wind from a single blower to the driver seat side and the passenger seat side, the air conditioned air is taken to the passenger seat side, and the blowout air amount on the passenger seat side is reduced. On the other hand, the air volume on the passenger seat side increases. As a result, there is a problem that the driver's seat occupant feels cold and the thermal comfort is deteriorated.

  In order to solve this problem, in step S250, blower correction is performed so that the driver's seat side blowing air volume is equal to the blowing air volume during normal control. The amount of correction in this blower correction is determined based on the difference in opening between the blowing temperature adjustment mechanism (air mix door) on the driver's seat side and the passenger seat side.

  The correction amount in the blower correction is a correction amount that increases the blower level voltage applied to the blower motor as a whole by a predetermined amount in order to increase the rotation speed of the blower, or enlarges a predetermined amount of voltage pulse width (PWM control). And so on).

  Furthermore, it is good also as a correction amount which raises the air volume of a blower according to the correction | amendment formula mapped beforehand according to the blowing mode of the driver's seat and front passenger seat which air-conditioner ECU determined.

  In the third embodiment related to FIG. 10, the humidity detection sensor 76 of the front window portion 49a in the vehicle interior is used as the window fogging determination means. Then, the air conditioner ECU 10 (FIG. 1) calculated the relative humidity RH of the vehicle interior air near the front window based on the output value of the humidity sensor unit 47.

  That is, the air conditioner ECU 10 stores in advance a predetermined arithmetic expression for converting the output value of the humidity sensor unit 47 into the relative humidity RH, and by applying the output value of the humidity sensor unit 47 to this arithmetic expression, The relative humidity RH was calculated.

  Next, the air conditioner ECU 10 calculated the window glass temperature by applying the output value of the window temperature sensor 49 to a predetermined arithmetic expression stored in advance. Furthermore, the window glass surface relative humidity RHW was calculated based on the relative humidity RH and the window glass temperature.

  As described above, a humidity sensor may be installed on the glass portion to calculate the degree of window fogging to determine the degree of window fogging, but the amount of solar radiation, outside temperature, inside temperature, vehicle speed, target blowing temperature, blower volume, The window fogging risk may be determined using any value of the exit mode.

  Next, a ninth example of other embodiments will be described. FIG. 25 shows the blowout temperatures on the driver seat side and the passenger seat side in the conventional control mode M1, the control mode M2 in the first embodiment, and the control mode M3 in other embodiments described below. It is a schematic diagram for demonstrating the difference of the action | operation of an adjustment mechanism.

  In FIG. 25, 41a is a heat exchanger for cooling on the driver's seat side, 42a is a heat exchanger for heating on the driver's seat side, 41b is a heat exchanger for cooling on the passenger seat side, and 42b is a heat exchanger for heating on the passenger seat side. Reference numeral 15 denotes a driver seat side blowing temperature adjustment door, and 16 denotes a passenger seat side blowing temperature adjustment door.

  In the conventional general control mode M1, assuming that the conditioned air is blown at a foot outlet temperature of 50 ° C. on the driver's seat side and a foot outlet temperature of 50 ° C. on the passenger seat side, the control mode M1 is set to the control mode M2. Depending on the structure of the air conditioner, when the blowout temperature on the passenger seat side is controlled to be low, the airflow is leaked and the heat transfer through the air conditioning duct wall is affected by the cold air on the passenger seat side. The outlet temperature on the side may decrease.

  For example, in the control mode M1 in FIG. 25, the driver's side foot outlet temperature is 50 ° C. and the passenger's side foot outlet temperature is 50 ° C., but the control mode M2 is the one-seat priority control mode. If the passenger seat side foot outlet temperature is lowered to 25 ° C., the effect of the passenger seat cooling may spread to the driver seat and the driver seat side foot outlet temperature may be lowered to 45 ° C.

  In order to prevent this, when the blowout temperature on the passenger seat side is lowered, as in the control mode M3, the driver's seat side blowout temperature adjustment mechanism (air mix door) ) 15 may be corrected to the warm side (HOT side) and controlled. This correction is performed so that the blowing temperature adjustment door opening degree DrSW (%) or the target blowing temperature on the driver's seat side is increased by a predetermined amount.

  Next, a tenth example will be described. FIG. 26 shows another embodiment, and the air outlet temperature applied to an air conditioner equipped with an opening / closing mechanism that shuts or opens the air blowing from the air outlet 27 for the driver's seat side knee (FIG. 1). It is a graph which shows these control maps.

  In FIG. 1, an air outlet 27 for the driver's seat side knee that blows conditioned air similar to the driver's seat side air outlet 23a toward the driver's knee is provided. As described above, the driver seat side knee outlet 27 is provided in the vehicle, and an opening / closing mechanism for automatically or manually shutting or opening the air blown from the driver seat side knee outlet 27 is provided. In the existing air conditioner, when the opening / closing mechanism is shut and control is performed without knee blowing, the occupant thermal sensation is likely to be worse than when the opening / closing mechanism is opened and control is performed with knee blowing.

  Therefore, when the opening / closing mechanism is opened and the control is performed with the knee blowing, the occupant thermal feeling is likely to be deteriorated when the opening / closing mechanism is shut and the control is performed without the knee blowing. Therefore, in such a case, as in the broken line state from the solid line state in FIG. 26, control is performed so that at least one of the passenger seat side blowing temperature and the driver seat side blowing temperature becomes higher. By doing so, the deterioration of the occupant thermal feeling may be reduced.

  Next, an eleventh example will be described. There is a vehicle provided with a switch means that can select a control mode of the entire automobile such as comfortable, normal, and eco or only an air conditioner as an air conditioning mode. For example, in the case of an electric vehicle, the occupant can select eco-control (economy control) that can save battery power from the air-conditioning control in the comfort mode or the normal control or the normal control in order to save battery power. Or making a selection.

  As described above, when eco-control is selected, at least one of the passenger seat side blowing temperature and the driver seat side blowing temperature may be controlled to be low in accordance with the lowering of the rank of the control mode. Hereinafter, this will be described with reference to FIG.

  FIG. 27 is a graph showing another embodiment of the eleventh example and showing a control map of the outlet temperature controlled based on the target outlet temperature on the driver's seat side. In FIG. 27, when the occupant operates the switch for instructing economy driving from the broken line state indicating the normal comfortable driving state, the driver side blowing temperature and the passenger side blowing temperature as indicated by the solid line At least one of them is further lowered.

  Next, a twelfth example will be described. In cold air conditioner air conditioners and electric vehicles (EVs), etc., multiple PTC heaters (electric heaters) are distributed as heating heat exchangers in the air conditioning duct, and the air conditioning temperatures are independent on the left and right sides of the driver and passenger seats. An air conditioner having left and right independent temperature control means capable of controlling the temperature can be considered.

  In such an air conditioner, when controlling in the one-seat priority mode, the electric heater on the passenger seat side is not used, or the blowing temperature on the passenger seat side is lowered by reducing the power consumption to reduce the air conditioning capacity (power consumption A reduction in the amount).

  Next, a thirteenth example will be described. During control in the 1-seat priority mode, when an occupant enters the passenger seat and the 1-seat air conditioning is released, the air-conditioning air is blown off for several seconds or the blower speed is reduced to reduce the airflow. The influence of the initial cold air on the side may be reduced. Whether or not the passenger has entered the passenger seat can be determined by a signal from a seating sensor, for example.

  Next, a fourteenth example will be described. As a result of the control in the 1-seat priority mode, the passenger got into the passenger seat and after the 1-seat air conditioning was released, the passenger side temperature was set a little colder than the driver side, so I just got into the passenger seat Passengers may feel lack of warmth.

  To deal with this problem, after the passenger has entered the passenger seat, the air mix door is forcibly moved to the hot side for a predetermined time to temporarily overshoot the temperature control, and the passenger's passenger comfort It may be possible to improve the feeling early.

1 Air conditioning unit 2 Air conditioning duct (ventilation path)
3 Inside / outside air switching door (suction section)
6 Inside air introduction port 10 Air conditioner ECU (control means)
11, 12 1st, 2nd air passage 15 Driver's seat side blowing temperature adjustment door (driver's seat side blowing temperature adjustment mechanism)
15U Driver seat upper outlet temperature adjustment door 15D Driver seat lower outlet temperature adjustment door 16 Passenger seat side outlet temperature adjustment door (passenger seat side outlet temperature adjustment mechanism)
16U Passenger side upper outlet temperature adjustment door 16D Passenger side lower outlet temperature adjustment door 20, 20a, 20b Defroster outlet 20a Driver side defroster outlet 20b Passenger side defroster outlet 21a, 21b Driver side face outlet 23a Driving Seat side foot outlet 23b Driver side rear seat foot outlet 24, 34, 35 Door mechanism 27 Driver side knee outlet 31a, 31b Passenger side face outlet 31c Passenger seat face opening / closing mechanism 33a Passenger side foot outlet Exit 33b Passenger side rear seat foot outlet 40 Left and right upper and lower independent temperature control means 40a Upper left independent temperature control means 40b Upper right independent temperature control means 40c Lower left independent temperature control means 40d Right lower independent temperature control means 41 Cooling heat exchanger 41a Operation Heat exchanger for seat side cooling 1b Passenger side cooling heat exchangers 41aU, 41bU, 41aD, 41bD Parts of the cooling heat exchangers installed in the air conditioning ducts leading to the respective outlets 42 Heating heat exchangers 42a Driver side heating heat exchangers 42b Heat exchanger for passenger side heating 42aU, 42bU, 42aD, 42bD Parts of the heat exchanger for heating installed in the air conditioning duct part leading to each outlet 45a, 45b Flow control valve 49 Window temperature sensor 65 One seat priority switch 71 Inside air temperature sensor as inside air temperature detecting means 72 Outside air temperature sensor as outside air temperature detecting means 73 Solar radiation sensor as solar radiation detecting means 74 Temperature sensor after cooling heat exchanger 75 Cooling water temperature sensor as heating temperature detecting means 76 Humidity detection Humidity detection sensor as means 77 Seating sensor 100 Seat air conditioner 101, 102 Correction means DE Defroster mode DrSW Driver's side outlet temperature adjustment door opening DrTAO Driver's side target outlet temperature DrTAOP Driver's side one-seat priority target outlet temperature F / D Foot differential mode Ls Base line PaSW Passenger side outlet temperature adjustment door opening PaTAO Passenger side target outlet temperature PaTAOP Passenger side target priority outlet temperature S32 Driver seat presence determination means S33 Heating operation determination means S35 One seat priority mode control SW Air outlet temperature adjustment door opening SWo Pre-correction temperature adjustment door Opening degree SWTs Solar radiation correction value SWVs Vehicle speed correction value Td Driver's seat side outlet temperature Te Cooler heat exchanger temperature TEO Target air heater heat exchanger temperature Tp Passenger seat side outlet temperature

Claims (13)

Converts the air introduced from the inside air or outside air for internal heating heat exchanger by (42) the conditioned air provided to the air conditioning unit (1) blowing out from the air outlet to the vehicle compartment vehicle occupant is seated, the passenger compartment An air conditioning apparatus for a vehicle, wherein the air conditioning unit (1) is independently provided with an air outlet temperature adjusting mechanism (15) on the driver's seat side and an air outlet temperature adjusting mechanism (16) on the passenger seat side,
Driver seat presence determining means (S32, S42) for determining presence / absence of a driver's seat and determining that an occupant is present only in the driver's seat, and whether the air conditioning state on the driver's seat side is heating operation The heating operation determining means (S33, S44) for determining whether or not the driver seat presence determining means (S32, S42) determines that the occupant is present only in the driver seat, and the heating operation determination When the means (S33, S44) is determined to be the heating operation, the blowing temperature adjusting mechanism (15, 16) is controlled so that the blowing temperature on the passenger seat side is lower than the blowing temperature on the driver seat side. And control means (10) for controlling the driver's seat to perform priority heating ,
Further, a seat air-conditioning means (100) for heating the seat is provided on the passenger seat side, and the control means (10) makes the blowing temperature on the passenger seat side lower than the blowing temperature on the driver seat side. Means for setting the heating target value on the passenger seat side and the heating target value on the driver seat side for controlling the blowing temperature adjusting mechanism (15, 16), and the seat air conditioning means (100) is operated. The vehicle air conditioner is characterized in that when the seat air-conditioning means (100) is not operating, the heating target value on the passenger seat side is lowered to a cold temperature side by a predetermined amount .   Further, the blowout temperature adjustment mechanism (15, 16) comprises a mechanism for controlling the amount of air passing through the heating heat exchanger (42) and the amount of air not passing through the hot air blowout temperature adjustment door, and the hot air blowout temperature adjustment. 2. The vehicle air conditioner according to claim 1, wherein the door comprises a driver's seat side hot air blowing temperature adjustment door (15) and a passenger's seat side hot air blowing temperature adjustment door (16).   Further, the air conditioning unit (1) is composed of an internal / external air two-layer unit, and when the outside air is introduced into the air conditioning unit (1), an area in which the conditioned air blown from the air conditioning unit (1) flows is the vehicle. When the inside air is introduced into the air conditioning unit, the area where the conditioned air blown from the air conditioning unit (1) flows is the interior of the vehicle interior where the occupant's feet are located. The vehicle air conditioner according to claim 1, wherein only the lower layer portion is provided.   Further, the air conditioning unit (1) forms the air outlet, and the front air outlet (31a, 31b) that blows the air-conditioned air toward the face of the passenger on the front passenger seat or the window in the passenger compartment. Provided with an outlet opening / closing mechanism (24, 34, 35) capable of opening and closing defroster outlets (20a, 20b) for blowing conditioned air, and window fogging calculation means (S45) for calculating the window fogging state of the vehicle. When the heating operation determining means (S44) determines that the heating operation is performed, the blowing temperature adjusting mechanism (15, 16) is controlled so that the blowing temperature on the passenger seat side is lower than the blowing temperature on the driver seat side. In accordance with the window fogging state calculated by the window fogging calculation means (S45), the passenger seat side face outlet (31a, 31b) or the defroster outlet (20a, 20b) Open and close Serial outlet closing mechanism (24,34,35) that comprises the control means for adjusting (10) in air-conditioning system according to any one of 3 claims 1 to characterized.   Further, the air conditioning unit (1) includes the foot outlets (23a, 23b, 33a, 33b) for blowing the conditioned air to the feet of the passengers in the passenger compartment and the knees of the driver seated on the driver's seat side. A knee outlet (27) for blowing out the conditioned air is provided, it is determined that the occupant is present only in the driver's seat, and the heating operation determination means (S33, S44) determines that the operation is heating. The blower temperature adjustment mechanism (15, 16) is controlled so that the blowout temperature on the passenger seat side is lower than the blowout temperature on the driver seat side, The vehicle air conditioner according to any one of claims 1 to 4, wherein the conditioned air is blown from the knee outlet (27). The heating heat exchanger (42) includes a driver-side heating heat exchanger (42a) and a passenger-side heating heat exchanger (42b) which are independent on the driver's seat side and the passenger seat side, respectively. There is provided hot water flow rate control means (45a, 45b) for controlling the flow rate of warm water passing through the driver side heating heat exchanger (42a) and the passenger side heating heat exchanger (42b), and only in the driver seat When it is determined that the occupant is present and the heating operation determination means (S33, S44) determines that the heating operation is performed, the blowing temperature on the passenger seat side is determined from the blowing temperature on the driver seat side. The vehicle air conditioner according to any one of claims 1 to 5, wherein the hot water flow rate control means (45a, 45b) constituting the blowing temperature adjusting mechanism is controlled so as to lower the temperature . The air conditioning unit (1) includes the foot air outlets (23a, 23b, 33a, 33b) for blowing the air-conditioned air to the feet of the passengers in the vehicle interior as the air outlets and the air-conditioned air on the faces of the passengers in the vehicle interior. Are provided with face outlets (21a, 21b, 31a, 31b), and the heating operation determining means (S33, S44) determines that the heating operation is performed. The foot outlets (23a, 23b, 33a, 33b) ) In the mode in which the conditioned air is blown out, and the conditioned air is blown out from both the foot outlet (23a, 23b, 33a, 33b) and the face outlet (21a, 21b, 31a, 31b). The vehicle air conditioner according to any one of claims 1 to 3 , wherein the vehicle air conditioner is in one of the modes . Furthermore, a means (72) for detecting an outside air temperature outside the vehicle is provided, and the passenger seat side temperature adjusting mechanism (16) is provided so that the blowout temperature on the passenger seat side increases as the outside air temperature decreases. 8. The vehicle air conditioner according to any one of claims 1 to 7 , wherein the control means (10) controls the vehicle air conditioner. The control means (10) has target blowing temperature calculating means (S3) for calculating a target blowing temperature based on at least a set temperature set by the occupant, and the blowing temperature adjustment based on the calculated target blowing temperature. The mechanism (15, 16) is controlled, the driver seat presence determination means (S32, S42) determines that the occupant is present only in the driver seat, and the heating operation determination means (S33) , S44) when the heating operation is determined, the blowing temperature is set such that a difference between the blowing temperature on the passenger seat side and the blowing temperature on the driver seat side increases as the target blowing temperature decreases. The vehicle air conditioner according to any one of claims 1 to 8, wherein the adjustment mechanism (15, 16) is controlled . Depending on the vehicle speed of the vehicle or the amount of solar radiation into the passenger compartment, the higher the vehicle speed, the higher the blowing temperature on the passenger seat side, or the larger the amount of solar radiation, the higher the blowing temperature on the passenger seat side. The vehicle air conditioner according to any one of claims 1 to 9, further comprising correction means (101) for correcting the level to be low . The blowing temperature adjustment mechanism (16) on the passenger seat side adjusts the blowing temperature adjustment mechanism (16U) on the upper side of the passenger seat for adjusting the upper blowing temperature on the passenger seat side, and adjusts the lower blowing temperature on the passenger seat side. A blower temperature adjustment mechanism (16D) below the passenger seat
When the control means (10) controls the blowing temperature on the passenger seat side to be lower than the blowing temperature on the driver seat side, the blowing temperature adjustment mechanism (16D) on the passenger seat lower side is The driver's seat priority heating is performed by setting the cooler side than the blower temperature adjustment mechanism (16U) on the upper side of the passenger seat, and lowering the blower temperature on the lower side of the passenger seat than the blower temperature on the driver's seat side. The vehicle air conditioner according to claim 1 or 2 . The control means (10) closes the face outlet (31a, 31b) on the upper side of the passenger seat when controlling the outlet temperature on the passenger seat side to be lower than the outlet temperature on the driver seat side. The vehicle air conditioner according to claim 11 . When the window fogging calculation means (S45) determines that there is a risk of window fogging, the control means (10) is configured to allow the passenger seat side face outlet (31a, 31b) or the defroster outlet (20a). , 20b) is opened by the air outlet opening / closing mechanism (24, 34, 35), and normal control without performing the driver seat priority heating is performed,
When the window fogging calculation means (S45) determines that there is no danger of window fogging, the control means (10) is configured to allow the passenger seat side face outlet (31a, 31b) or the defroster outlet (20a). , 20b) closed at the outlet opening and closing mechanism (24,34,35), air-conditioning system according to claim 4, characterized by performing the driver's preferences heating.

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